Patent Application
20220144588
This application claims priority to European Patent Application No. 20382962.7, filed Nov. 6, 2020, and all the benefits accruing therefrom under 35 U.S.C. § 119, the contents of which in its entirety are herein incorporated by reference.
This disclosure relates to an adjustable force safety brake for use in an elevator system, an elevator system including at least one adjustable force safety brake, and to a method for balancing braking forces in an elevator system.
It is known in the art to mount safety brakes onto elevator components moving along guide rails, to bring the elevator component quickly and safely to a stop, especially in an emergency. In many elevator systems the elevator car is hoisted by a tension member with its movement being guided by a pair of guide rails. Typically, a governor is used to monitor the speed of the elevator car. According to standard safety regulations, such elevator systems must include an emergency braking device (known as a safety brake or “safety gear”) which is capable of stopping the elevator car from moving downwards, even if the tension member breaks, by gripping a guide rail. Safety brakes may also be installed on the counterweight or other components moving along guide rails.
Some safety brakes can be calibrated at the factory to set the braking force that should be applied during operation, but in reality there is no way to regulate the braking force applied during an emergency stop as the safety brake is gripping onto a guide rail which has inherent tolerances in its thickness and variations in its surface finish. In a conventional elevator system, side to side rotation of the elevator car can occur during a braking procedure and this can put passenger safety at risk. Rotation of the elevator car can occur due to various reasons, including passenger load distribution in the car, uneven braking forces being applied by the safety brakes, or a lack of synchronization of the safety actuators that operate the safety brakes.
Any side to side rotation or tilting of the elevator car during a braking operation may cause permanent damage to elevator components and require replacement of the elevator car. Uneven braking forces can, in the most drastic of circumstances, move a safety brake out of contact with a guide rail. This could lead to severe passenger injuries or even death.
There remains a need to improve safety brakes in elevator systems.
According to a first aspect of the present disclosure there is provided an adjustable force safety brake for use in an elevator system. The adjustable force safety brake comprises: a safety block, first and second braking elements housed in the safety block and an electromagnet; wherein the safety block includes a channel arranged to receive a guide rail of an elevator system in use; wherein the first braking element is arranged at a first side of the channel and the second braking element is arranged at a second side of the channel, opposite to the first side in a sideways direction; wherein the first braking element is configured to move from an initial position into a position of engagement with the guide rail received in the channel to create a braking force; wherein the second braking element is configured to create an additional braking force on the guide rail when the first braking element is in the position of engagement; and wherein the electromagnet is operable to selectively produce a magnetic force which acts on the second braking element in the sideways direction away from the channel so as to reduce the additional braking force on the guide rail.
It will be appreciated that the electromagnet can be operated to adjust the overall braking force applied by the safety brake by reducing the additional braking force created by the second braking element. The magnetic force acting on the second braking element tends to pull the second braking element in the sideways direction away from the channel. The safety brake may therefore be controlled to adjust the braking force during a braking operation. Such an adjustable force safety brake may be installed in place of one or more standard safety brakes so as to control deceleration relative to the guide rail and balance the braking forces being applied, e.g. during an emergency braking operation, for enhanced safety.
The second braking element may be configured in any suitable way enabling it to be acted on by the magnetic force of the electromagnet. For example, the second braking element may itself comprise an electromagnet. In some examples the second braking element is magnetic e.g. comprising one or more permanent magnets. In another set of examples, the second braking element is non-magnetic. It will be understood that the second braking element being non-magnetic means that it does not include any permanent magnet. Hence the second braking element is not itself magnetically attracted to a ferrous guide rail.
In some examples the second braking element at least partially comprises a ferromagnetic material. In some examples the second braking element wholly comprises a ferromagnetic material.
The inclusion of ferromagnetic material allows the second braking element to be magnetised in the presence of a magnetic field applied by the electromagnet, so that the magnetic force selectively pulls the second braking element in the sideways direction away from the channel. When the electromagnet is not operating, the ferromagnetic material is no longer magnetised and the additional braking force created by the second braking element is not reduced. The absence of a permanent magnet can make the safety brake smaller, cheaper and easier to adapt to different elevator systems requiring different levels of braking force.
In various examples, the second braking element may include any ferromagnetic material such as iron, cobalt, nickel, or an alloy of any of these metals. In at least some examples the second braking element is made wholly from a ferromagnetic material, such as steel.
The second braking element being configured to create an additional braking force on the guide rail, when the first braking element is in the position of engagement, means that the second braking element must also adopt a position of engagement with the opposite side of the guide rail. While the second braking element may be actively moved sideways into this position, this may make it difficult for the magnetic force to pull the second braking element sideways away from the channel. In at least some examples, the second braking element is configured to exert a resilient bias force in the sideways direction towards the channel. The second braking element may be mounted in the safety block with a separate resilient bias member, such as a spring, pushing the second braking element towards the channel. The magnetic force produced by the electromagnet may then overcome the resilient bias force to pull the second braking element back. However, it is preferable that the second braking element provides its own resilient bias force so as to reduce the number of parts and complexity of the safety brake.
In some examples the second braking element comprises one or more elastic elements so the second braking element is arranged in the safety block to exert a resilient bias force in the sideways direction towards the channel. This means that the second braking element has its own natural resilience tending to press the second braking element against the guide rail at the second side of the channel when the first braking element is in the position of engagement at the first side of the channel.
In any of the examples wherein the second braking element is configured to exert a resilient bias force in the sideways direction towards the channel, this ensures that the additional braking force is at a maximum by default if the electromagnet is not being operated, providing a failsafe. When the electromagnet is operated, the magnetic force acts on the second braking element in opposition to the resilient bias force but may not overcome the resilient bias force. Thus the magnetic force tending to pull the second braking element in the sideways direction can reduce its contact pressure against the guide rail, thereby reducing the additional braking force, but the second braking element may stay in physical contact with the guide rail. This ensures that there is some level of braking force being applied on both sides of the channel, which helps to keep the braking operation balanced and safe. In some examples the electromagnet is operable to produce a maximum magnetic force which is less than the resilient bias force, such that the second braking element tends to remain in physical contact with the guide rail when the first braking element is in the position of engagement. This helps to accommodate tolerances in guide rail thickness and ensure the safety brake works well within different elevator systems. In some examples, the maximum magnetic force produced by the electromagnet is about 1.4 kN.
Operation of the electromagnet may simply involve selectively turning on the electromagnet when it is desired to reduce the additional braking force. The electromagnet may be configured (e.g. based on the number of turns and/or wire thickness of its coils) to produce a magnetic force which is expected to be sufficient to make an appreciable difference to the contact pressure at the second side of the channel, and ideally without pulling the second braking element out of contact with the guide rail as discussed above. However, the inventors have recognised that a fixed magnetic force is not well suited to adapt to different braking situations. It may be possible to turn the electromagnet on and off in a controlled way that varies the magnetic force, e.g. pulsed operation of the electromagnet. However, it is desirable to be able to accurately control the level of the magnetic force produced by the electromagnet.
In some examples the electromagnet is operable to produce a variable magnetic force in a range from zero to a maximum magnetic force. This allows for a range of additional braking force to be applied, adjusting for a range of excessive braking forces. In such examples the safety brake may be able to provide a dynamic response to an excessive or uneven (i.e. unbalanced) braking situation. For example, the electromagnet may be operated by varying its power supply i.e. to vary the current through its coils. For example, the electromagnet may be operable to continuously vary the magnetic force so as to dynamically adjust the additional braking force during a braking operation. Varying the magnetic force may include both increasing and decreasing the magnet force so as to reduce and increase the additional braking force at different moments in time.
The electromagnet may be positioned anywhere in the safety block that allows its magnetic field to interact with the second braking element so as to produce a magnetic force acting in the sideways direction. The electromagnet and the second braking element may not be arranged in the same plane. In some examples the electromagnet is positioned in the safety block behind the second braking element in the sideways direction from the channel. This can help to ensure that the magnetic force is reliably produced. Moreover, the inventors have recognised that positioning the electromagnet behind the second braking element means that the electromagnet can conveniently act as a physical stop to prevent excessive movement of the second braking element in the sideways direction. In particular, the inventors have recognised that the second braking element may be susceptible to an initial rebound when the first braking element initially moves into its position of engagement and the guide rail is brought into contact with the second braking element. This may occur even in those examples wherein the second braking element comprises one or more elastic elements. The electromagnet can therefore act as a rebound stopper for the second braking element.
The electromagnet could be positioned in the safety block behind the second braking element almost in physical contact with the second braking element. However, such an arrangement could not easily accommodate tolerances in the guide rail or other variations in the safety brake. In some examples the electromagnet is positioned at a distance D1 behind the second braking element when the first braking element is in the position of engagement. The non-zero distance D1 ensures that there is space for the second braking element to shift or flex in the sideways direction, taking into account that the guide rail may have a different thickness in different elevator systems. However, it is preferable for the electromagnet to be positioned close to the second braking element to maximise its magnetic force, and to provide the rebound protection discussed above. In some examples the distance D1 has a maximum value of about 0.5 mm.
The first braking element is configured to create a braking force by moving into its position of engagement. This movement may take the form of wedging and hence the surface of the first braking element does not have to be a frictional surface, although it can help to have a knurled surface or the like to ensure a good wedging engagement. The second braking element, on the other hand, is stationary as the first braking element moves into its position of engagement and forces the guide rail into contact with the braking elements arranged on either side of the channel. The safety block may shift sideways to bring the second braking element into frictional contact with the guide rail. The normal reaction force at the surface of the second braking element creates the additional braking force, which will depend on the coefficient of friction at the surface. In some examples the second braking element comprises a frictional surface or brake shoe arranged to face the second side of the channel to provide frictional engagement with the guide rail. The frictional surface or brake shoe can be tailored to provide a desired coefficient of friction. For example, the frictional surface or brake shoe can be suitably treated or roughened for friction purposes. Furthermore, the surface area of the frictional surface or brake shoe can be made relatively large to enhance its braking effect.
The configuration of the first braking element should not affect the variability of the additional braking force created by the second braking element. Hence the first braking element may take any suitable form, such as a wedge or a roller running along an inclined surface. In at least some examples the first braking element is a roller including a knurled surface arranged to contact the guide rail when the first braking element moves into the position of engagement. This can help to ensure a reliable degree of engagement that ensures the second braking element is also brought into engagement with the guide rail.
It will be appreciated that an adjustable force safety brake as disclosed herein may be used with any moving component where it is desirable to be able to adjust the overall braking force e.g. to avoid excessive braking. In some elevator systems a component may be arranged to move along a single rail and hence only a single adjustable force safety brake may be needed. There is further disclosed herein an elevator system comprising: a component moving along a guide rail; an adjustable force safety brake as disclosed herein mounted to the component to apply a braking force to the guide rail; a safety controller operatively connected to the adjustable force safety brake; and at least one sensor operatively connected to the safety controller, wherein the at least one sensor is configured to detect an excessive braking force, and wherein the safety controller is configured, in response to detection of an excessive braking force, to selectively operate the electromagnet of the adjustable force safety brake.
However, an adjustable force safety brake as disclosed herein ideally finds use in a passenger elevator system where safety regulations typically require that the car, counterweight or balancing weight is guided by at least two guide rails. Such systems typically employ a pair of safety brakes for each component moving along a pair of guide rails. If these safety brakes are not properly synchronised in their operation, or the safety brakes apply uneven braking forces, then the braking operation can be unbalanced, and the component may be subject to a turning moment. By using at least one adjustable force safety brake in the pair of safety brakes, the braking force can be adjusted on at least one side of the component to restore balance.
According to a second aspect of the present disclosure there is provided an elevator system comprising: a component moving along a pair of guide rails; a pair of safety brakes mounted to the component to each apply a braking force to a respective one of the pair of guide rails when activated, wherein at least one of the pair of safety brakes is an adjustable force safety brake as disclosed herein; a safety controller operatively connected to the adjustable force safety brake; and at least one sensor operatively connected to the safety controller, wherein the at least one sensor is configured to detect the braking forces being applied by the pair of safety brakes, and wherein the safety controller is configured, in response to detection of the braking forces, to selectively operate the electromagnet of the adjustable force safety brake.
In some examples the at least one sensor may detect excessive and/or uneven braking forces being applied. It will be understood that an excessive braking force is one where the magnitude of the braking force is above a predefined threshold. An uneven braking force is one where braking is uneven between the pair of safety brakes, i.e. the braking forces are not the same on the two safety brakes.
It will be understood that operating of the electromagnet of the adjustable force safety brake produces a magnetic force that acts to reduce the additional braking force on one or both of the guide rails and this can be used to make the braking more even. The problem of unwanted side to side rotation of the component can therefore be avoided. The component may be an elevator car or other moving component in an elevator system such as a counterweight, balancing weight, or working platform. The elevator system may be roped or ropeless.
The safety controller may be configured to selectively operate the electromagnet by simply turning the electromagnet on and off. However, as discussed above, it is preferable that the magnetic force is not fixed and the electromagnet can be operated to produce a variable magnetic force. This can enable a dynamic response dependent on the level of braking forces detected. Thus, in some examples the safety controller is configured to vary the magnetic force produced by the electromagnet, in a range from zero to a maximum magnetic force, dependent upon the level of braking forces detected. For example, the safety controller may be configured to vary the electrical power supply to the electromagnet.
It will be understood that the level of braking forces is the level of excessive and/or uneven braking forces. The level of braking forces may be a detection of an absolute magnitude of braking force applied and may be compared to a threshold to determine whether a braking force is deemed as excessive. The level of braking forces may be a detection of an imbalance between the two braking forces of each respective safety brake.
In some examples, each of the pair of safety brakes is an adjustable force safety brake as disclosed here, and the adjustable force safety brakes are mounted to the component on opposite sides to receive a respective one of the pair of guide rails in the channel of each adjustable force safety brake. This means that the braking forces can be adjusted on both sides of the component.
In some examples the safety controller is configured to independently vary the magnetic force produced by the electromagnet of each of the pair of adjustable force safety brakes, in a range from zero to a maximum magnetic force, dependent upon the level of braking force respectively detected at opposite sides of the component. This means that the pair of adjustable force safety brakes can react quickly and accurately to balance the braking forces at opposite sides of the component and reduce the risk of rotation.
The at least one sensor may be positioned anywhere in the elevator system where it can sense the braking forces being applied by the pair of safety brakes. In some examples the at least one sensor is mounted on the component. In some examples the at least one sensor may be a single sensor that is configured to detect excessive and/or uneven braking forces either directly or indirectly. For example, a tilt sensor mounted centrally on the component may detect an imbalance or rotation resulting from uneven braking forces. In some examples the at least one sensor comprises a pair of sensors mounted on opposite sides of the component to detect excessive and/or uneven braking forces. The sensors may detect speed (e.g. using its differential to infer a deceleration resulting from a braking force) or acceleration/deceleration. In some examples the at least one sensor comprises a pair of accelerometers mounted on opposite sides of the component to detect excessive and/or uneven braking forces being applied between the pair of guide rails.
In some examples, the safety controller is remote from the adjustable force safety brake. For example, the safety controller may be located at a fixed position in the elevator system e.g. in the hoistway or in a machine room. In some examples, the connections between the at least one sensor, the safety controller and the adjustable force safety brake(s) comprise a travelling cable. In some examples, one or more of the connections between the at least one sensor, the safety controller and the adjustable force safety brake(s) are wireless.
In some examples, the safety controller may be located at the adjustable force safety brake. The connections between the at least one sensor, the safety controller and the adjustable force safety brake(s) may comprise fixed wiring. In some examples, the safety controller may be integrated into the adjustable force safety brake, e.g. on a local controller board.
In various examples, the safety controller may be a dedicated controller for the electromagnet. In other examples, the safety controller may be part of a main controller that receives signals from the at least one sensor in addition to receiving signals from other sensors in the elevator system that detect an over-speed or over-acceleration condition and cause the safety controller to operate any or all safety brakes, e.g. in an emergency stop situation. The emergency braking can be controlled so as not to be excessive or unbalanced using the adjustable force safety brake(s).
It will be appreciated that the elevator system may include more than one pair of safety brakes for a given component, such as an elevator car, for example in high rise buildings where more significant over speed may occur due to the increased drop. In at least some examples the elevator system comprises at least one further pair of safety brakes mounted to the component to each apply a braking force to a respective one of the pair of guide rails when activated. This means that one, or a pair of adjustable force safety brakes, can be combined with additional pair(s) of conventional safety brakes e.g. for higher duty elevator systems.
According to a third aspect of the present disclosure there is provided a method for adjusting braking forces in an elevator system, the method comprising: detecting, using at least one sensor the braking forces being applied by a pair of safety brakes mounted to a component moving along a pair of guide rails in an elevator system, wherein at least one of the pair of safety brakes is an adjustable force safety brake; and selectively operating an electromagnet in the adjustable force safety brake to change a braking force on the guide rail.
It will be appreciated that such a method allows adjustment of the magnetic force being produced so as to change a braking force on the guide rail, for example the additional braking force created by a second braking element on an opposite side of the guide rail to a first braking element creating a generally constant braking force. The electromagnet may be operated to change the braking force on both sides of the guide rail, or one side of the guide rail. In various examples the method comprises selectively operating an electromagnet in an adjustable force safety brake of the type as disclosed above.
As already discussed, selectively operating an electromagnet could comprise turning on and off a power supply to the electromagnet in response to the excessive and/or uneven braking. But it is preferable to vary the level of the braking force dependent on the level of excessive and/or uneven braking. This provides a dynamic approach to balancing braking forces in an elevator system.
In some examples the method includes: analysing the level of braking forces being applied by the pair of safety brakes; and varying the magnetic force produced by the electromagnet, in a range from zero to a maximum magnetic force, dependent upon the level of braking forces.
Certain examples of this disclosure will now be described, by way of example only, with reference to the accompanying drawings, in which:
In the elevator system 10 shown in
The first braking element 60 is a locking element which moves up or down into an engagement position to wedge against the guide rail 20 and produce a braking force on guide rail 20 e.g. when the car is moving too rapidly.
The first braking element 60 is a roller which sits in the safety block 80 on the first side 84 of the channel 82. It can be seen from
The second braking element 50 is arranged at the second side 86 of the channel 82 in the safety block 80 to provide a frictional surface 52 on the opposing side of the guide rail 20 to that of the first braking element 60. The second braking element 50 includes two elastic elements 55 and a frictional surface 52 designed to act directly on the guide rail 20. The second braking element 50 is configured to exert a resilient bias force in the sideways direction onto the guide rail 20 by means of the elastic elements 55. It is designed to have a large area for the frictional surface 52, which engages with the guide rail 20 when the roller 60 moves to a position of engagement. The physical configuration of the two elastic elements 55 and the way in which they are housed in the safety block 80 allows for flexion and hence sideways movement of the second braking element 50.
With reference to both
The first braking element 160 is a roller which sits in the safety block 180 on the first side 184 of the channel 182. The roller 160 has a smaller outer diameter so that it easily moves along a ramp surface 181 of the safety block 180. The roller 160 has a larger inner diameter with a knurled surface for engaging with the guide rail 120 that fits into a groove 183 (seen in
The second braking element 150 is arranged at the second side 186 of the channel 182 in the safety block 180 to provide a frictional surface 152 on the opposite side of the guide rail 120 to that of the first braking element 160. The second braking element 150 is configured to exert a resilient bias force in the sideways direction towards the channel 182, with a frictional surface 152 designed to act directly on the guide rail 120 in this example. In another example the second braking element 150 may have a separate brake shoe which acts as the frictional surface 152. The frictional surface 152 may be made of a material chosen to provide a suitable level of frictional engagement with the guide rail 120 and/or the frictional surface 152 may be suitably treated or contoured (as shown schematically) to aid frictional engagement with the guide rail 120. In this example the second braking element 150 comprises two elastic elements 155 which are housed in the safety block 180 allowing for flexion and hence sideways movement of the second braking element 150. The second braking element 150 is therefore designed to have a natural resilience to press the frictional surface 152 against the guide rail 120 when the roller 160 moves into a position of engagement, as is described below with reference to
When the adjustable force safety brake 100 is operated, the roller 160 moves along the ramp surface 181 to engage with the guide rail 120 and push the guide rail 120 into engagement with the frictional surface 152 of the second braking element 150.
The electromagnet 170 is positioned relative to the second braking element 150 such that, when the electromagnet 170 is operated, there is a magnetic force acting on the second braking element 150 to pull the second braking element 150 away from the channel 182 in the sideways direction. When the adjustable force safety brake 100 is installed in an elevator system so that a guide rail 120 is received in the channel 182, the electromagnet 170 is operable to pull the second braking element 150 away from the guide rail 120 and reduce the resilient bias force being applied on the guide rail 120, and therefore reducing the additional braking force provided by the second braking element 150. In this example the electromagnet 170 is placed behind the second braking element 150 in the sideways direction from the channel 182, and when operated pulls the second braking element 150 towards the electromagnet 170 and away from the guide rail 120. It will be appreciated by a person skilled in the art that another position for the electromagnet 170 could achieve the same result, within the design constraints of an elevator safety brake.
For the electromagnet 170 to produce a magnetic force which acts on the second braking element 150, it will be understood that the second braking element 150 should be susceptible to the magnetic field of the electromagnet 170. In some examples the second braking element 150 at least partially comprises a magnetic or ferromagnetic material. In this example the second braking element 150 is made of steel.
Advantageously, because the electromagnet 170 is located behind the second braking element 150 in the housing 180, the electromagnet 170 can act as a rebound stopper and prevent the second braking element 150 from moving sideways away from engagement with the guide rail 120 when braking first occurs. This will allow for a smooth and sustained initial braking, increasing the safety of the component being braked. For example, if the adjustable force safety brake 100 is located on an elevator car the safety of the passengers is improved.
In this example the second braking element 150 has a large surface area for the frictional surface 152, which engages with the guide rail 120. The second braking element 150 is shaped to include a large solid block in the centre behind the frictional surface 152, with the two thinner elastic elements 155 either side designed to flex sideways. This allows for a negligible deformation in the frictional surface 152 when pulled away from the guide rail 120 by the electromagnet 170, keeping parallelism and maintaining a small gap between the second braking element 150 and the electromagnet 170 behind.
The adjustable force safety brake 100 is shown in the process of a braking operation in
Whilst in this example braking is shown to prevent downwards motion, it will be appreciated by a person skilled in the art that the principle of operation is similar for braking to prevent upwards motion, with the roller 160 instead moving downwards into a position of engagement with the guide rail 120.
As shown in
When the electromagnet 170 is operated, even when the magnetic force is at a maximum, some contact remains between the second braking element 150 and the guide rail 120. The maximum magnetic force of the electromagnet 170 is less than the resilient bias force of the second braking element 150. The second braking element 150 remains in physical contact with the guide rail 120 when the roller 160 is in the position of engagement. This can further prevent any bouncing of the second braking element 150 against the guide rail 120 and prevent the guide rail 120 moving away from contact with the roller 160 which could case interrupted braking forces and cause the elevator component to drop suddenly.
In this example, the electromagnet 170 is positioned in the safety block 180 behind the second braking element 150 so that when the roller 160 is in the position of engagement there is a non-zero distance D1 between the electromagnet 170 and the second braking element 150. This allows the second braking element 150 to move or flex as the guide rail 120 comes into engagement and to take into account tolerances of the whole system e.g. guide rail thickness, variations in the braking elements 150, 160, wear during use etc. and, to allow for rebound protection. In this example, the distance D1 is about 0.5 mm.
In this example, when the electromagnet 170 is not operated the maximum braking force is applied to the guide rail 120. This acts as a fail-safe option so if power to the adjustable force safety brake 100 is lost the biasing of the second braking element 150 will ensure that the maximum braking force is exerted on the guide rail 120.
In an example the electromagnet 170 is operable to produce a variable magnetic force, to provide a fully variable braking force on the guide rail 120, which can adjust to different levels of excessive and/or uneven braking.
In this example, a pair of sensors 390 is shown mounted to the bottom of the elevator car 316. The sensors 390 are configured to detect excessive and/or uneven braking forces being applied by the pair of adjustable force safety brakes 100 on the elevator component, for example the elevator car 316. It will be appreciated by a person skilled in the art that various different types of sensors could be used, and various numbers of sensors could be used to detect excessive and/or uneven braking, for example a pair of accelerometers 390 located beneath the elevator car 316 to detect the movement of each side of the elevator car 316 as shown here.
In this example a pair of adjustable force safety brakes 100 are shown mounted to the elevator car 316. It will be appreciated that while a pair of safety brakes is usually required, it may be suitable to use a combination of an adjustable safety brake 100 and another design of safety brake known in the art, i.e. two different safety brakes.
The plurality of sensors 390 communicate with the safety controller 400 through the travelling cable 395, and the safety controller 400 communicates with the adjustable force safety brake 100 through the travelling cable 395. In this example the sensors 390 and the adjustable force safety brake 100 communicate through a separate safety controller 400 to the elevator system controller. In another example the safety controller 400 may be integrated into the main elevator system controller.
In this example the accelerometers 390 are located on each side of the elevator car 316. An unbalanced deceleration of the elevator car 316 can be detected and the safety controller 400 can decide automatically which adjustable force safety brake 100 should be instructed to operate the electromagnet 170 to reduce the braking force on the guide rail 320.
Whilst in this example the sensors 390 are only used to detect an excessive and/or uneven braking force, in another example the sensors 390 may also be used for other purposes within the elevator system 300, for example as part of a position reference system.
In the example where the electromagnet 170 of the adjustable force safety brake 100 is operable to produce a variable magnetic force, the safety controller 400 sends a signal to indicate how much current in the electromagnet 170 is required to restore balance to the elevator car 316.
The strength of the electromagnet 170 and/or its range of varying strengths can be designed with reference to the type of component to which the safety brake 100 will be mounted for braking. Some elevator systems 300 will have elevator cars 316 and counterweights of much larger sizes, and capable of big variations in load, whereas others will have far smaller and more regular loads. A large elevator car 316 designed to carry heavy goods, for example, may have very different braking requirements to that of a small number of people transporting elevator car 316.
In this example, where the electromagnet 170 is operable to produce a variable magnetic force, in step 802 the safety controller 400 analyses the braking forces from the at least one sensor 390, e.g. calculating a corrected braking force to reduce or remove the excessive and/or uneven braking.
In step 803, the safety controller 400 then instructs the adjustable force safety brake 100 to operate the electromagnet 170 in the adjustable force safety brake 100 to change the additional braking force on the guide rail 320. In this example, the electromagnet 170 can vary the magnetic force produced by the electromagnet 170 depending on the level of excessive and/or uneven braking forces.
The sensor(s) 390 may be configured to continuously monitor the braking of the elevator car 316, and the safety controller 400 may provide continuous instructions to the electromagnet 170 of the adjustable force safety brake 100 to prevent any excessive and/or uneven braking from occurring.
It will be appreciated by those skilled in the art that this disclosure has been illustrated by describing one or more specific examples thereof, but is not limited to these examples; many variations and modifications are possible, within the scope of the accompanying claims.
| Number | Date | Country | Kind |
|---|---|---|---|
| 20382962.7 | Nov 2020 | EP | regional |
