HK1012183B - Controlled emergency stop apparatus for elevator - Google Patents

Description

State of the art

The present invention relates to an emergency device for elevator systems as defined in the general concept of claim 1.

Current lift systems perform an emergency stop during certain failure conditions such as loss of power supply, failure of safety circuit, etc. This type of stop takes power from the drive system and activates a mechanical brake. Since the brake is applied with a predetermined force (sufficient to hold 150% of the maximum load), the deceleration of the cabin varies significantly as a function of the actual load in the cabin during the emergency stop.

Summary of the invention

The present invention relates to a device for controlling an emergency lift in an elevator system. The elevator system comprises a drive motor coupled to the lift, a drive control coupled between the drive motor and an AC electrical source to operate the drive motor, and a lift control connected to the drive control to control the start, start and stop of the lift. A controlled emergency circuit has a power supply line connected to the electrical AC source to supply the electrical power supply to the elevator with an electrical power supply connected to a control-current supply and a power supply to control the electrical power supply to the elevator connected to an AC power supply.a locking switch is connected between the DC storage device and the DC power supply output, and a control switch is connected to the switch and displays a signal to receive a power failure signal representing a loss of electrical power supply at the drive control. The control switch reacts to the power supply signal of the lift by locking the switch to the DC power supply to the electric motor, with the DC motor providing the power to the electrical power supply, and the control switch detects a loss of electrical power supply at the drive control. The control switch reacts to the power supply signal of the lift by locking the switch to the DC power supply, with the DC motor providing the power to the electrical power supply, and the control switch detects a loss of electrical power supply at the drive control.

If the drive motor is an AC motor, the drive control includes an inverter with an output connected to the AC motor and an input. Between the AC electrical source and the input of the inverter, a bridge and DC connection are connected in series, and the switch is switched between the DC electrical storage medium and the input of the inverter. If the drive motor is a DC motor, the drive control includes a running output and a field output connected to the DC motor, and the running medium connects the running output to a running DC motor and connects the running current to the DC motor in the open position with the motor in a closed field and the running field in the open position with the DC motor and the DC motor.

The present invention is intended to maintain a fully loaded lifting cabin within a predetermined glide distance and to maintain an empty lifting cabin with a similar deceleration rate.

The task is solved according to the invention by an emergency device with the characteristics given in claim 1.

The above and other advantages of the present invention are readily apparent to the skilled person from the following detailed description of a preferred embodiment, when considered on the basis of the accompanying drawings: Figure 1 a block diagram of a state-of-the-art lifting system;Figure 2 a block diagram of a part of the lifting system shown in Figure 1, including a relief device according to the present invention;Figure 3 a diagram of the relief device shown in Figure 2;Figure 4 a diagram of the relief device shown in Figure 3 integrated into a typical non-regenerative AC-DC lifting system; andFigure 5 a diagram of the relief device shown in Figure 3 integrated into a typical DC lifting system.

Description of the preferred embodiment

Fig. 1 shows a state-of-the-art elevator system 10 containing an elevator cabin 11 arranged to move in a (not shown) elevator shaft to supply different floors of a building. The cabin 11 is suspended at one end of a cable 12 extending over a roller 13 rotatably attached to the upper end of the shaft. The weight of the cabin 11 and part of the full passenger load are balanced by a counterweight CW 14 mounted at the opposite end of the cable 12.to move the cab 11 up and down the shaft. A power supply 17 is connected by a drive control 18 to supply electric current to the engine 15 depending on the system requirements and whether the engine 15 is an AC or DC motor, the power supply 17 may simply be AC supply lines. A lift control 19 is connected to the power supply 17 to provide power for operation. The control 19 is also connected to the drive control 18 and to the brake 16 to increase the speed of the engine 15 and thereby to start the engineThe lift control 19 is also connected to a sensor 20 which generates an emergency signal requiring the cab 11 to be stopped by applying the brake 16 to apply a predetermined restraint force.

In the elevator control system 10 shown in FIG. 1 which derives the power supply to the circuits in drive control 18 and elevator control 19 from the input lines, after removal of the input power supply, such as as a result of a power failure, there are no provisions for engine control. In DC emergency shutdowns, the actuators switch a resistance assembly parallel to the DC motor runner and switch current parallel to the field coil to provide a deceleration torque from the motor. The 10 system is subject to variations in the transmission rates depending on the cabin load. For AC motors, which require a simple solution to generate a torque of three times the field load, this solution is not necessary.

Fig. 2 shows a part of the elevator system 10, including an emergency stop device 21 according to the present invention. The device 21 is a controlled emergency stop circuit (CESC system), which has an input connected by AC power lines 22 to an output of the power supply 17, an output connected by primary power lines 23 to a power supply shaft of the drive control 18 and a number of inputs and outputs connected by lines 24 to a number of inputs and outputs of the elevator batteries 19. As described below, the CESC system 19 contains a high voltage power supply (or low voltage power supply) that is easily discharged from the main power supply and is maintained in the building so that the power supply is directed to the main power supply and the power supply is discharged by the main power supply and the power supply is discharged by the main power supply.

When an emergency shutdown occurs, system 10 releases brake 16 and the drive control (supplied either by the main line or, if necessary, by the battery) attempts to brake cab 11 at a predefined rate. Since control 18 is fully powered, the speed feedback loop system is operational and the drive has control of the cab speed in a closed control loop. This allows the system to turn the brake (under light load conditions) with drive to make the combination more smooth or to adjust the starting brake force of the brake system to minimise the load on the system.

It should be noted that brake 16 is ideally designed to maintain a percentage of capacity and therefore an emergency shutdown caused by the drive subsystem without activation of the drive system will result in the brake being securely applied.

The CESC system 21 is shown in more detail in the block diagram in Fig. 3.The CESC system 21 contains a voltage regulator and phase detector module 25, a DC DC converter supply 26, a control unit 27 and a charge storage bank 28.The voltage regulator and phase detector module 25 has three inputs, each connected to one of the three AC supply lines 22 assigned to it, to monitor the status of the incoming AC supply lines and to keep the charge storage bank 28 in standby.A first AC supply line 22a is connected to a second AC supply bank 28a via a first silicon rectifier (CR) connected to a positive charge potential connection 28a via a second AC supply line 28a.Each of the SCR 29 and 30 has a gate connected to an assigned output of a pair of assigned output of the module 25. A third AC supply line 22c is connected to another input of the unit 25 and to a negative potential connection 28b of the charge storage bank 28. The bank 28 can be formed by a plurality of batteries 28c to 28g, with an input of DC-DC converter supply 26 at the battery 28g, which is connected to the connector 28b. The supply line 26 is connected to a pair of power supply outlets 24a of the 24 conduits to supply the electron in the 19c electrical supply.

The positive potential connection 28a of CESC 21 is connected via a diode 31, a first FET 32 and a first switch 33 by one of the first 23a power lines in series with a power supply part of the drive control 18; the negative potential connection 28b of CESC 21 is connected via a second switch 34 by one of the second 23b power lines to a power supply part of the drive control 18; a connection point between batteries 28e and 28f is connected via a potentiometer 35 and a third switch 36 by one third of the 23c power lines in series with a field of the motor 15; a connection point between the battery 28f and the 28g battery is connected via a switch 37 by one of the four 23c power lines to the motor 15 field.

The control unit 27 has an output connected to a gate of the first FET 32 and an input connected to the locking layer connection of the first FET and to the first switch 33. A second FET 38 is connected between the locking layer connection of the first FET 32 and the first switch 33 and the switch 28b in a row with a resistor 39. The control unit 27 has another output connected to a gate of the FET 38 and a locking connection to the second locking layer connection of the second FET and to the resistor 39 connected to the input. The control unit 27 is coupled to the switches 33, 34, 36 and 37. The control unit 27 has an interface with the status 19 signal, a 24 clock signal for a 24 clock signal for a 24 clock signal for a 24 clock signal for a 24 clock signal for a 24 clock signal for a 24 clock signal for a 24 clock signal for a 24 clock signal for a 24 clock signal for a 24 clock signal for a 24 clock signal for a 24 clock signal for a 24 clock signal for a 24 clock signal for a 24 clock signal for a 24 clock signal for a 24 clock signal for a 24 clock signal for a 24 clock signal for a 24 clock signal for a 24 clock signal for a 24 clock signal for a 24 clock signal for a 24 clock signal for a 24 clock signal for a 24 clock signal for a 24 clock for a 24 clock signal for a 24 clock for a 24 clock for a 24 clock for a 24 clock for a 24 clock for a 24 clock for a 24 clock for a 24 clock for a 24 clock for a 24 clock for a 24 clock for a 24 clock for a 24 clock for a 24 clock for a 24 clock for a 24 clock for a 24 clock for a 24 clock for a 24 clock for a 24 clock for a 24 clock for a 24 clock for a 24 clock for a 24 clock for a 24 clock for a 24 clock for a 24 clock for a 24 clock for a 24 clock for a 24 clock for a 24 clock for a 24 clock for a 24 clock for a 24 clock for a 24 clock for a 24 clock for a 24 clock for a 24 clock

Fig. 3 shows the CESC system 21 added to a typical non-regenerative AC adapter drive system 40; the AC supply lines 22 are connected to a transformer 41 to supply power to an electromagnetic brake 16a and are connected to an input of the full-wave bridge 42 to generate a supply DC; an output of the bridge 42 is connected by a DC connection 44 to an input of an AC adapter 43 containing a throttle winding and capacitors; the AC adapter 43 is connected to an AC motor 45 connected to a DC motor 45 connected to a DC motor; the input of the AC adapter 19a represents a control panel 45C connected to the AC adapter 45A; the output of the AC adapter 42 is connected to the AC adapter 45C so that it is connected to the AC adapter 45A; and the AC adapter 43 is connected to an AC adapter 45C so that it is connected to the AC adapter 45C.

In the event of a failure condition where lift control 19 is still functional but an emergency stop is required, lift control simply uses its existing software and speed loop control to linearly reduce the speed of the engine 45 at a fixed deceleration rate, thus countering the mechanical brake or helping the cabin 11 to slow down at a rate that makes physical injury to passengers unlikely. In this configuration, the CESC system 21 ensures that the power supply to lift control 19 and drive control 18 is maintained and that this will work regardless of the interruptions in the main power supply (main power supply voltage, power supply, etc.)When a problem with the supply voltage is detected, the CESC system 21 connects to the DC connection 44 and thus supplies the power electronics 43 of the AC motor with the required electrical DC for AC motor control. This switching of the power sources is transparent to the lift control 19 and drive control 18 and both can thus be used essentially unchanged. The dissipation resistance bank 39 shown in FIG. 3 is not required as the drive system has its own dissipation means.

Fig. 5 shows the CESC system 21 connected to a typical DC drive system 47. The AC supply lines 22 are connected to an input of a DC drive 48 and to the CESC system 21. An output from the DC drive 48 is connected via switches 33 and 34 to a running winding of a DC motor 49. The AC supply lines 22 are also connected to an input of a motor field supply 50 (MF supply) which has an output which is connected via switches CES 36 and 37 to a regenerative field winding of the motor meter 49. A set of CIG 51 codes is connected to a displacement control panel of 19 control circuits and provides a speed switch which represents the speed of the DC motor 49. The output of the AC power supply system is provided by the electrical power supply system in the control unit (Fig. 39). The output of the electrical power supply system is balanced by the electrical power supply system in the control unit (Fig. 39). The output of the electrical power supply system is provided by the electrical power supply system in the control unit (Fig. 39). The output of the electrical power supply system is provided by the electrical power supply system in the control unit (Fig. 39).

In the case of a DC system, the resistors previously connected to the DC motor runner in parallel at emergency conditions are now connected to the CESC system 21 to provide the required controlled motor voltages. In normal operation, the CESC system 21 only functions to provide power to all the 19b circuits and to maintain the correct charge on the internal battery bank. In emergency conditions where regenerative energy is still being drawn from the motor 49, the CESC system 21 impulsively channels this energy into the dissipation resistor to control the voltage or speed of the motor. In normal operation, the CESC system 21 only works to provide power to all the 19b circuits and to maintain the correct charge on the internal battery bank. In emergency conditions where regenerative energy is still being drawn from the motor 49, the CESC system 21 impulsively channels this energy into the dissipation resistor to control the voltage or speed of the motor. In emergency conditions, however, when the power is drawn from the 48C circuit, the CESC system must use a 48C impulse to achieve the normal voltage.

In short, the device for controlling an emergency lifting cab 11 in the lifting system 10 contains: the drive motor connected to the lifting cab 15; the drive control 18 connected between the drive motor and the AC power supply 17 to operate the drive motor; the lift control 19 connected to the drive control to control the start-up, start-up and stop of the lifting cab; the switchgear 21 connected to the AC power supply input, the control power supply connected to the electric power supply to supply the lifting control with electric power; and the drive power supply connected to the electric power supply to supply the electric power supply to the power supply;to receive and store electric current from the AC source and connected to the control power supply to supply electric current to the lift control; the locking switch 33, 34, 36, 37 connected between the DC electric storage device and the drive control power supply; and the control switch 27 connected to the switches and having an E to receive a power supply signal representing a loss of electric current at the drive control input, where the control power supply responds to the power supply signal by accelerating the electric motor to supply the electric power supply with a constant current to the drive, and the electric power supply is increased at a rate determined by the power supply voltage.

If the drive motor 15 is an AC motor, the drive control 18 contains the AC motor 43 which has an output and an input connected to the AC motor. The bridge 42 and DC connection 44 are in series between the AC source 17 and the input of the AC motor, and the switch 33 is in series between the DC electrical storage device and the AC adapter. If the drive motor 15 is a DC motor, the drive control 18 contains a running output and a field input connected to the DC motor, and the switches 33, 34, 36, 37 are in the open position connected to the running output of a running DC motor and the field input and output of the DC motor in a closed position.

Claims (6)

1. Emergency stop device for an elevator system consisting of a drive motor (15), which drives an elevator car (11), with a mechanical brake (16) for an emergency stop of the elevator car (11), a drive control (18) controlling the drive motor (15), an elevator control (19), which is connected with the drive control (18), for controlling the elevator operation, a sensor (20) for detecting an emergency stop state and a current supply (17) supplying the elevator system with current, characterised in that electrical switching means (21) for a controlled emergency stop of the elevator car (11) by means of drive motor (15) and mechanical brake (16) are provided, wherein the drive control (18) has control over the car speed by means of a closed regulating loop.
2. Emergency stop device according to claim 1, characterised in that electrical switching means (21) for an emergency stop with a predetermined delay of the elevator car (11) are provided.
3. Emergency stop device according to claim 2, characterised in that the electrical switching means (21) comprise electrical direct current storage means (28) for the emergency supply of the elevator system with electric energy.
4. Emergency stop device according to claim 3, characterised in that switching means (31, 33) for connecting the direct current storage means (28) to the motor (15) in the case of an emergency stop are provided, wherein the elevator car (11) is drivable by means of the motor (15) against the brake (16) after a delay predetermined by the elevator control (19).
5. Emergency stop device according to claim 4, characterised in that a current supply (26), which is supplied by means of the direct current storage means (28), for the elevator control (19) is provided.
6. Emergency stop device according to claim 3, characterised in that the electrical switching means (21) comprises a control unit (27) and switches (33, 34, 36, 37, 38), wherein in the case of an emergency stop a motor field is switchable to the direct current storage means (28) and a motor stator in the case of an emergency stop is switchable to a load resistance (39) and the current of the motor stator is controllable after a predetermined delay.