Patent Application
20240336455
The present disclosure relates to an elevator parking brake, a method for operating an elevator parking brake, and a control device for an elevator parking brake.
When an elevator car arrives at a landing in an elevator shaft, the elevator car is brought in the door zone so that the elevator car door sill and the landing door sill are aligned, before permitting passengers to enter or exit the elevator car.
By passengers entering or exiting the elevator car, a load applied to the elevator car is changed, and suspension ropes suspending the elevator car are elastically deformed. This results in a tension change in the suspension ropes, which may move the elevator car upwards or downwards in the elevator shaft. Such an upward or downward movement leads to a misalignment of the elevator car door sill and the landing door sill. The misalignment creates a step between the elevator car and landing, thereby posing a tripping hazard and making safe boarding and exit of further passengers impossible.
Conventionally, the suspension ropes of an elevator are often over-dimensioned, i.e. the suspension ropes are designed much thicker than actually required with respect to the desired load bearing capacity. Thus, passenger comfort and parking precision are obtained, but also the weight of the suspension ropes increases significantly. Particularly in high-rise applications, e.g. in tall buildings, the advantage of over-dimensioning is thus limited by the maximum weight of the suspension ropes.
In order to prevent over-dimensioning of the suspension ropes and to enable proper alignment of the elevator car door sill and the landing door sill, elevator parking brakes are used. The parking brake holds the elevator car in its place during loading and unloading and releases its grip after the load has been transferred to the suspension ropes and the car and landing doors have been closed, before the elevator starts to run again.
An object of the present disclosure is to provide an elevator parking brake with a simple configuration that increases passenger safety and comfort, a method for operating an elevator parking brake that increases passenger safety and comfort, and a control device for an elevator parking brake that increases passenger safety and comfort.
According to an aspect of the invention, a method for operating an elevator parking brake for braking an elevator car guided along an elevator shaft by a guide rail and suspended by a suspension rope which is hoisted by a traction sheave comprises the following method steps: activating the elevator parking brake so as to bring a brake pad of the elevator car in contact with the guide rail; acquiring a first suspension rope force in the suspension rope, which is detected by a load cell at an upper suspension rope suspending point, a load cell located between the traction sheave and a traction sheave mounting point of the elevator shaft, or a first traction sheave torque applied to the traction sheave, which is detected by a traction sheave torque acquiring means before permitting a loading and/or unloading situation of the elevator car; while the elevator parking brake is maintained in an activated state, permitting the loading and/or unloading situation of the elevator car so as to allow applying a differential load to the elevator car, the elevator parking brake at least partially bearing the differential load; acquiring a second suspension rope force in the suspension rope or a second traction sheave torque applied to the traction sheave, while the elevator parking brake is maintained in the activated state and after permitting the loading and/or unloading situation of the elevator car; tightening or loosening the suspension rope so as to at least partially transfer the differential load borne by the elevator parking brake to the suspension rope, while the elevator parking is maintained in the activated state; and deactivating the elevator parking brake by retracting the brake pad from the guide rail, after tightening or loosening of the suspension rope.
According to the above-described method for operating an elevator parking brake, suspension rope tension can be suitably adjusted before the elevator parking brake is opened. The rope tension is adjusted depending on the load change of the elevator car during loading and/or unloading. Thus, the elevator car door sill and the landing sill are aligned in the loading and/or unloading situation. Therefore, a tripping hazard is effectively prevented. Further, a drop or a jump of the elevator car after the loading and/or unloading of the car can be prevented, since the suspension ropes are suitably loosened or tightened, depending on the change of the weight of the elevator car. Therefore, passenger safety and comfort can be improved.
The method for operating an elevator parking brake may further comprise a step of comparing the first suspension rope force with the second suspension rope force or comparing the first traction sheave torque with the second traction sheave torque and determining that the suspension rope is to be tightened if the second suspension rope force is higher than the first suspension rope force or the second traction sheave torque is higher than the first traction sheave torque, and determining that the suspension rope is to be loosened if the second suspension rope force is lower than the first suspension rope force or the second traction sheave torque is lower than the first traction sheave torque.
Accordingly, it can be determined whether the suspension rope is to be loosened or tightened, depending on the change of the weight of the elevator car in a fast and reliable manner such to as further improve passenger comfort and safety as well as door-to-door time.
The method for operating an elevator parking brake may further comprise a step of stopping the tightening or loosening of the suspension rope when a slope of the second suspension rope force or a slope of the second traction sheave torque with respect to a rotation angle of the traction sheave, by which the suspension rope is tightened and loosened, becomes lower than a threshold value.
Accordingly, it can be reliably detected that the load of the elevator car is substantially carried by the suspension rope, since the rope tension in the suspension rope does not or only insignificantly change when further loosening or tightening the suspension rope. Consequently, it can be reliably detected that the rope tension is correct for opening the brake. Therefore, passenger safety and comfort can be further improved.
In the method for operating an elevator parking brake the second suspension rope force or the second traction sheave torque may be acquired after stopping the loading and/or unloading situation of the elevator car.
Accordingly, the adjustment of the suspension rope tension is performed only once when the loading or unloading of the elevator car is finished. Therefore, the suspension rope tension is not constantly adjusted during loading and unloading. Therefore, the method for operating an elevator parking brake can be simplified and unnecessary adjustment of the suspension rope tension at a time when the load of the elevator car still changes can be avoided.
According to another aspect of the invention, a method for operating an elevator parking brake comprises a step of determining whether an elevator car in an elevator shaft is located in a predetermined limit floor or below, a step of activating an elevator parking brake before permitting a loading and/or unloading situation of the elevator car, when the elevator car in the elevator shaft is located in the predetermined limit floor or below the predetermined limit floor, and a step of prohibiting activating the elevator parking brake before permitting a loading and/or unloading situation of the elevator car, when the elevator car in the elevator shaft is located in a floor above the predetermined limit floor.
In lower floors, suspension ropes are longest and their elongation is largest. Accordingly, the elevator parking brake is used only in the lower floors but not in upper floors, where usage of the elevator parking brake is unnecessary. This enables a fast and simple start in upper floors by decreasing door-to-door time and simplifying elevator control in the upper floors. Further, by such method, the lifetime of the elevator parking brake can be increased.
In the method for operating an elevator parking brake the predetermined limit floor may be determined on the basis of a mass of the elevator car and predetermined limit values for a maximum tolerated sag and bounce of the elevator car.
Accordingly, determination of the limit floor is suitably made based on parameters influencing sag and bounce characteristics and the limits for tolerated sag and bounce characteristics, which are set in accordance with passenger safety and comfort.
The above methods for operating an elevator car may be combined such that when the elevator car in the elevator shaft is located in the predetermined limit floor or below, the elevator parking brake is controlled such that suspension rope tension can be suitably adjusted before the elevator parking brake is opened and in the floors above the predetermined limit floor, the elevator parking brake is not used. According to such combined method for operating an elevator parking brake, both passenger comfort and safety and fast and simple start of the elevator car in the upper floors can be obtained in an outstanding manner.
According to another aspect of the invention, a control device for an elevator parking brake is configured to perform the above methods for operating an elevator parking brake.
According to another aspect of the invention, an elevator parking brake comprises a parking brake frame attachable to an elevator car, a brake pad configured to be brought in contact with a guide rail guiding the elevator car along an elevator shaft, and an actuating mechanism mounted on the parking brake frame, for bringing the brake pad in contact with the guide rail. The actuating mechanism comprises a motor, an actuating member and a conversion mechanism configured to convert movement of the motor into linear movement of the actuating member, the actuating member thereby bringing the brake pad in contact with the guide rail.
Due to the above structure of the elevator parking brake having the conversion mechanism, a movement of a motor can be suitably converted into movement of the brake pad of the elevator parking brake. Accordingly, even if a standard motor is used, a suitable speed profile can be obtained for the brake pad and sufficient force can be exerted by the motor such as to reliably brake the elevator car by suitably selecting a conversion ratio between the movement of the motor and the movement of the brake pad. Due to the above structure of the elevator parking brake it is further possible to employ either a rotary drive or a linear drive as the motor.
In the elevator parking brake, the parking brake frame may be attachable to an elevator car in a movable manner so as to allow a predetermined amount of movement between the parking brake frame and the elevator car in a gravity direction.
Accordingly, the elevator parking brake allows a movement between the parking brake frame and the elevator car such that the suspension ropes can be loosened or tightened in order to support the changed load of the elevator car. Therefore, the elevator parking brake supports the method for operating the elevator parking brake in which suspension rope tension can be suitably adjusted before the elevator parking brake is opened.
In the elevator parking brake, the conversion mechanism may comprise a planetary roller screw.
In the elevator parking brake, the motor may be an electric radial flux motor.
Accordingly, the drive mechanism of the elevator parking brake is configured by industrial components that are available in various dimensions. Thus, the parking brake is scalable for different applications (e.g. various elevator car capacities). Additionally, the elevator parking brake can be made compact in size.
In the elevator parking brake, the conversion mechanism may further comprise a reduction gear for gearing down a speed of the motor.
Accordingly, a large force can be exerted by the brake pad of the elevator parking brake even if a small motor is used as the drive for the brake pad. Thus, the elevator parking brake can be made cheaper and more compact in size.
In the elevator parking brake, the conversion mechanism may further comprise a cam mechanism having a driving profile, wherein the driving profile is at least partially configured to convert movement of the motor into linear movement of the actuating member.
Accordingly, an individual speed profile of the movement of the brake pad of the elevator parking brake can be obtained by a mechanic transmission of the uniform movement of the motor to the actuating member. Further, due to the above structure of the elevator parking brake having the cam mechanism, large conversion ratios can be achieved using little installation space.
In the elevator parking brake, the driving profile may at least partially be configured to set a variable conversion ratio between movement of the motor and linear movement of the actuating member.
In the elevator parking brake, the driving profile may comprise a closing profile configured to position the actuating member before the brake pad comes in contact with the guide rail, and a tightening profile continuous with the closing profile and configured to position the actuating member when the brake pad is in contact with the guide rail. Further, in the elevator parking brake, a tightening profile slope defined as a linear position variation of the actuating member divided by a rotation angle variation of the driving profile, when the actuating member is positioned by the tightening profile, may be smaller than a closing profile slope defined as a linear position variation of the actuating member divided by a rotation angle variation of the driving profile, when the actuating member is positioned by the closing profile.
According to the above structure of the elevator parking brake, an individual speed profile of the movement of the brake pad of the elevator parking brake can be obtained by a mechanic transmission of the uniform movement of the motor to the actuating member. Further, such individual speed profile of the brake pad shows a characteristic that initially, the brake pad moves with a high speed towards the guide rail such as to quickly close the gap between the brake pad and the guide rail and subsequently, upon contact with the guide rail, the moving speed of the brake pad is reduced such that high forces can be exerted by the brake pad. By such configuration of the elevator parking brake, it is possible to achieve both a fast reaction time of the elevator parking brake and high braking forces using a uniform movement of the drive. Therefore, door-to-door time of the elevator can be reduced and a small cheap motor can be employed as the drive of the elevator parking brake.
In the elevator parking brake, the closing profile may provide an increasing conversion ratio across the closing profile when rotating the driving profile in one direction, and the tightening profile may provide an increasing conversion ratio across the tightening profile when rotating the driving profile in the one direction.
Accordingly, the speed of the brake pad continuously decreases as the brake pad travels towards the guide rail. Further, the braking force continuously increases after contact has been established between the brake pad and the guide rail. Accordingly, the brake pad performs a smooth movement without abrupt changes in movement speed.
In the elevator parking brake, the cam mechanism may have a cam member driven to rotate by the movement of the motor, the driving profile may be formed on the cam member, the driving profile may be in contact with the actuating member, the driving profile may be configured to convert the rotational movement of the cam member into the linear movement of the actuating member, and a linear movement direction of the actuating member may be perpendicular to a rotation axis of the cam member and the driving profile.
Alternatively, in the elevator parking brake, the driving profile may be formed on the actuating member, and a linear movement direction of the actuating member may be parallel to a rotation axis of the driving profile.
By the above configurations of the elevator parking brake, the variable conversion ratio between the movement of the motor and the movement of the brake pad can be realized using compact and reliable mechanic transmissions.
The elevator parking brake may further comprise an auxiliary brake pad, the auxiliary brake pad and the brake pad being arranged at a predetermined distance from each other such that the guide rail is insertable therebetween. Further, the actuating mechanism may further comprise an auxiliary actuating member configured to bring the auxiliary brake pad in contact with the guide rail, a linear movement of the auxiliary actuating member being synchronized with and opposed to the linear movement of the actuating member.
Alternatively, the elevator parking brake may further comprise an auxiliary brake pad and a retaining spring elastically connecting the auxiliary brake pad to the parking brake frame. Further, the auxiliary brake pad and the brake pad may be are arranged at a predetermined distance from each other such that the guide rail is insertable therebetween.
Accordingly, a uniform braking force can be applied from both opposite sides of the guide rail by the brake pad and the auxiliary brake pad of the elevator parking brake. Such configuration increases reliability and lifetime of the braking mechanism by avoiding asymmetric loads being applied to the guide rail and the elevator parking brake.
The aspects of the disclosure may be best understood from the following detailed description taken in conjunction with the accompanying figures. The figures are schematic and simplified for clarity, and they just show details to improve the understanding of the claims, while other details are left out. The individual features of each aspect may each be combined with any or all features of the other aspects. These and other aspects, features and/or technical effect will be apparent from and elucidated with reference to the illustrations described hereinafter, in which:
The detailed description set forth below in connection with the appended drawings is intended as a description of various configurations. The detailed description includes specific details for the purpose of providing a thorough understanding of various concepts. However, it will be apparent to those skilled in the art that these concepts may be practised without these specific details.
The elevator system further comprises an elevator car 2 arranged in an elevator shaft 4 so as to be movable in an upward/downward direction. A movement of the elevator car 2 is guided by guide rails 3 fixed to and extending along opposite sides of the elevator shaft 4 in the upward/downward direction. In the present embodiment, two guide rails 3 are used. It is also possible, to provide only one guide rail 3 or three or more guide rails 3 for guiding the elevator car 2.
The elevator system further comprises a suspension rope 5 suspending the elevator car 2. That is, when the elevator parking brake 1 is deactivated, a load of the elevator car 2 is carried by the suspension rope 5. A suspension rope force is referred to as a tension in the longitudinal direction of the suspension rope 5. One end of the suspension rope 5 is fixed to an upper suspension rope suspending point 26 located at a top of the elevator shaft 4. From the upper suspension rope suspending point 26, the suspension rope 5 extends downwards to the elevator car 2, wraps around a pair of pulleys 8 fixed to the elevator car 2, extends upwards towards the top of the elevator shaft 4, and wraps around a traction sheave 7. In the present embodiment, one suspension rope 5 is used. It is also possible, to provide more than one suspension rope 5 for suspending the elevator car 2 in the elevator shaft 4. Not illustrated in
The roping ratio in the elevator system illustrated in
The traction sheave 7 is driven by a drive motor (not shown) and is configured to lengthen and shorten a length of the suspension rope 5 between the upper suspension rope suspending point 26 and the traction sheave 7 by rotating in a counterclockwise direction and a clockwise direction, respectively. Thereby, the elevator car 2 is moved downward and upward in the elevator shaft 4, respectively, when the elevator parking brake 1 is deactivated. A torque applied to a rotation axis of the traction sheave 7 is referred to as a traction sheave torque.
The elevator parking brake 1 is configured to substantially hold the elevator car 2 in its place with respect to the guide rails 3 by bringing a brake pad 108 (see
As shown in
Further, the control device 6 is configured to acquire the traction sheave torque detected by a traction sheave torque acquiring means. In the present embodiment, the traction sheave torque acquiring means is a controller of the drive motor of the traction sheave 7, which is capable of detecting an operating condition of the drive motor (e.g. power, rotation speed, electric voltage and current). The traction sheave torque is determined from the operating condition of the drive motor.
Alternatively, the traction sheave torque acquiring means may be a torque measurement device configured to measure the traction sheave torque. In this case, the control device 6 is configured to acquire the traction sheave torque measured by the torque measurement device.
Further, as shown in
Preferably, only one of the load cell, either located at the upper suspension rope suspending point 26 or between the traction sheave 7 and the traction sheave mounting point of the elevator shaft 4, and the traction sheave torque acquiring means is provided. Alternatively, it is possible to provide any of the load cell located at the upper suspension rope suspending point 26, the load cell located between the traction sheave 7 and the traction sheave mounting point of the elevator shaft 4, and the traction sheave torque acquiring means together, in order to increase a precision of the elevator parking brake, for example.
A method for operating an elevator parking brake according to the first embodiment is described below with reference to
The method for operating an elevator parking brake according to the first embodiment may be carried out with any elevator parking brake suitable for braking an elevator car 2, which is guided along an elevator shaft by a guide rail 3 and suspended by a suspension rope 5 which is hoisted by a traction sheave 7.
In a first step, the elevator parking brake 1 is activated by bringing a brake pad 108, 208, 308, 408, 508 of the elevator parking brake 1 in contact with the guide rail 3. In the present embodiment, the elevator parking brake 1 is activated when the elevator car 2 has arrived at the landing at a desired level along the elevator shaft.
The elevator parking brake 1 may also be activated before the elevator car 2 arrives at the landing (i.e. while the elevator car 2 is still moving along the elevator shaft). Thereby, rope stretch during deceleration of a descending elevator car 2 is reduced, and dynamic fluctuations in the suspension rope force (so-called bouncing) can be mitigated.
In a second step, a first suspension rope force F0 in the suspension rope 5 is acquired by means of detection by the load cell at an upper suspension rope suspending point 26, the load cell located between the traction sheave 7 and the traction sheave mounting point of the elevator shaft 4, or a first traction sheave torque M0 applied to the traction sheave 7 is acquired by means of detection by a traction sheave torque acquiring means, while the elevator parking brake 1 is maintained in an activated state and before permitting a loading and/or unloading situation of the elevator car 2.
In a third step, the loading and/or unloading situation is permitted. The loading and/or unloading situation refers to a state, in which the elevator car 2 is located at a landing at a desired level along the elevator shaft 4, and when increasing and/or decreasing the load of the elevator car 2 is permitted (e.g. when an elevator car door and a landing door are opened such that passengers can board and/or exit the elevator car 2). Particularly, the state of permitting the loading and/or unloading situation of the elevator car 2 refers to a predetermined opening degree of the elevator car door and the landing door. Specifically, the predetermined opening degree refers to a half-open state, when passengers can already board and/or exit the elevator car 2. Accordingly, during the loading and/or unloading situation, applying a differential load to the elevator car 2 is allowed. For example, when passengers board the elevator car 2, the total load of the elevator car 2 is increased, that is, the differential load becomes greater than zero. On the other hand, when passengers exit the elevator car 2, the total load of the elevator car 2 is decreased, that is, the differential load becomes smaller than zero.
The elevator parking brake 1 allows a predetermined amount of movement between the elevator car 2 and the guide rail 3 in a gravity direction by being attached to the elevator car 2 in a movable manner. Therefore, when applying the differential load to the elevator car 2, at least a part of the differential load is borne by the elevator parking brake 1, and another part of the differential load is borne by the suspension rope. Such a change of the suspension rope force F as function of time detected by the load cell at the suspension rope suspending point 26, the load cell located between the traction sheave 7 and the traction sheave mounting point of the elevator shaft 4, or the traction sheave torque detected by a traction sheave torque acquiring means is shown in
In a fourth step, a second suspension rope force F1 in the suspension rope 5 is acquired or a second traction sheave torque M1 applied to the traction sheave 7 is acquired, while the elevator parking brake 1 is maintained in the activated state and after permitting the loading and/or unloading situation of the elevator car 2.
Preferably, the second suspension rope force F1 or the second traction sheave torque M1 is acquired after stopping the loading and/or unloading situation of the elevator car 2, e.g. after the doors are closed and the load of the elevator car 2 is not changed anymore. Alternatively, the fourth step can be performed multiple times in-between, i.e. while the load of the elevator car 2 is still changed.
By comparing the first suspension rope force F0 with the second suspension rope force F1, it is determined that, in order to essentially support the elevator car 2 with the new load by the suspension rope tension, the suspension rope 5 is to be tightened if the second suspension rope force F1 is higher than the first suspension rope force F0 or the second traction sheave torque M1 is higher than the first traction sheave torque M0, and determined that the suspension rope 5 is to be loosened if the second suspension rope force F1 is lower than the first suspension rope force F0 or the second traction sheave torque M1 is lower than the first traction sheave torque M0.
In a fifth step, the suspension rope 5 is tightened or loosened so as to at least partially transfer the part of the differential load borne by the elevator parking brake 1 to the suspension rope 5, while the elevator parking brake 1 is maintained in the activated state. Such an increase and decrease in the suspension rope force and the traction sheave torque is shown in
While the suspension rope 5 is tightened (by increasing rotation angle ϕ of the traction sheave 7) or loosened (by decreasing rotation angle ϕ of the traction sheave 7) in the fifth step, a slope representing a change of the second suspension rope force or a slope representing a change of the second traction sheave torque is acquired and monitored by the control device 6. The tightening or loosening of the suspension rope 5 is stopped when the slope of the second suspension rope force or the slope of the second traction sheave torque with respect to a rotation angle of the traction sheave 7, by which the suspension rope 5 is tightened and loosened, is at or below a predetermined threshold value.
In the present embodiment, the threshold value is zero. Alternatively, other threshold values are conceivable.
As shown in
In a sixth step, the elevator parking brake 1 is deactivated by retracting the brake pad 108, 208, 308, 408, 508 from the guide rail 3, after having tightened or loosened the suspension rope 5 in the fifth step. Thereby, the elevator car 2 is permitted to start moving again along the elevator shaft.
According to the above-mentioned method for operating an elevator parking brake according to the first embodiment, the elevator car door sill and the landing sill are aligned in the loading and/or unloading situation. Thus, a tripping hazard is effectively prevented.
Further, according to the above-mentioned method for operating an elevator parking brake according to the first embodiment a drop or a jump of the elevator car upon releasing the parking brake after the loading and/or unloading of the car can be prevented, since the suspension ropes are suitably loosened or tightened, depending on the change of the weight of the elevator car.
Further, a control device 106 for an elevator parking brake 1 is provided. The control device 106 for an elevator parking brake 1 is configured to execute the method for operating an elevator parking brake described above.
The control device 106 can be used as the control device 6.
A method for operating an elevator parking brake according to a second embodiment is described below.
The method for operating an elevator parking brake according to the second embodiment may be carried out with any elevator parking brake suitable for braking an elevator car 2, which is guided along an elevator shaft by a guide rail 3 and suspended by a suspension rope 5, which is hoisted by a traction sheave 7.
In a first step of the method for operating an elevator parking brake according to the second embodiment, it is determined whether the elevator car 2 in the elevator shaft is located in the predetermined limit floor or below.
The limit floor is determined on the basis of a total suspension stiffness (type and number of suspension ropes, reeving ratio, suspension rope length between elevator car and traction sheave, elevator car isolation stiffness, suspension rope fixing spring stiffness), a mass of the elevator car (this affects e.g. bouncing frequency and conventional steel suspension rope stiffness due to their non-linear force-strain relationship), and limit values for elevator car sag and bounce.
As an example, the limit floor can be determined from a limit suspension rope length L determined by the following example calculation:
In the above example calculation, EA is an axial stiffness of the hoisting rope, nsr is the number of suspension ropes, r is a reeving ratio of the elevator, Δx is the limit value for elevator car sag with one passenger, mp is the mass of one passenger, g is the gravitational acceleration near Earth's surface, and kpl is a stiffness of the car isolation layer, e.g. an isolation layer between the car and a sling supporting it.
In a second step, the elevator parking brake 1 is activated before permitting a loading and/or unloading situation of the elevator car 2, when the elevator car 2 in the elevator shaft is located in the predetermined limit floor or below the predetermined limit floor. The elevator parking brake 1 is not activated before permitting a loading and/or unloading situation of the elevator car 2, when the elevator car 2 in the elevator shaft is located above the predetermined limit floor.
Accordingly, the elevator parking brake 1 is used only at or below the limit floor where the suspension rope 5 is the longest and an elongation of the suspension rope 5 is above a predetermined threshold value (e.g. calculated according the above example calculation). Thus, wear of the brake pad 108, 208, 308, 408, 508 is reduced and maintenance intervals of the elevator parking brake 1 can be increased.
Further, according to the method for operating an elevator parking brake according to the second embodiment, since the elevator parking brake is used only at or below the limit floor, loading/unloading operation of the elevator can be simplified in the upper floors such that less time is needed for the loading/unloading of the elevator car here.
Further, a control device 206 for an elevator parking brake 1 is provided. The control device 206 for an elevator parking brake 1 is configured to execute the method for operating an elevator parking brake described above. The control device 206 can be used as the control device 6.
The method for operating an elevator parking brake according to the second embodiment can be combined with the method for operating an elevator parking brake according to the first embodiment. In such case, it is determined according to the method for operating an elevator parking brake according to the second embodiment whether the elevator parking brake is to be used. Then, if it is determined that the elevator parking brake is to be used, the elevator parking brake is operated in accordance with the method for operating an elevator parking brake according to the first embodiment.
The elevator parking brake 101 comprises a parking brake frame 110 attachable to the elevator car 2 in a movable manner so as to allow a predetermined amount of movement between the parking brake and the elevator car 2 in a upward/downward direction (gravity direction). The predetermined amount of movement is set in accordance with higher-level project requirements, and may be in the range of 1-4 mm, for example. The movement may be enabled by using elements such as guide surfaces, guiding pins and/or pivot points by which the elevator parking brake 101 is connected to the elevator car 2.
The above-described configuration of the elevator parking brake 101 allowing a predetermined amount of movement between the parking brake and the elevator car 2 in the upward/downward direction enables measurement of the second suspension rope force F1 or the second traction sheave torque M1 in the method for operating an elevator parking brake according to the first embodiment.
As shown in
The elevator parking brake 101 further comprises an actuating mechanism 111 for bringing the brake pad 108 in contact with the one guide rail 3 and retracting the brake pad 108 from the one guide rail 3. As shown in
In the present embodiment, as shown in
When the motor 112 is energized, an external rotor 116 and a shaft 117 fixedly coupled with it execute a rotational movement. The rotational movement can be performed in a counterclockwise and a clockwise direction. The shaft 117 is fixedly attached to or extended as the center screw of the planetary roller screw conversion mechanism 115, further extending as the actuating member 113 movable in the lateral direction (brake opening/closing direction) perpendicular to the extension direction of the guide rail 3, thereby executing a linear movement. The brake pad 108 is slidably mounted on the parking brake frame 110 so as to allow a linear movement with respect to the parking brake frame 110 in the lateral direction (brake opening/closing direction). A movement of the brake pad 108 with respect to the parking brake frame 110 in the upward/downward direction is prevented. Thus, a force can be transferred between the brake pad 108 and the parking brake frame 110 in the upward/downward direction, thereby allowing transferring a load of the elevator car 2 from the parking brake frame 110 to the one guide rail 3 so as to substantially hold the elevator car 2 in its place with respect to the one guide rail 3.
The actuating member 113 is configured to bring the brake pad 108 in contact with the one guide rail 3 by abutting against the brake pad 108 in the lateral direction. A process of activating the elevator parking brake 101 refers to moving the brake pad 108 towards the one guide rail 3 and pressing the brake pad 108 towards the one guide rail 3 (moving the brake pad 108 in a brake closing direction), thereby applying a contact pressure. A process of maintaining the elevator parking brake 101 in an activated state refers to a state, in which the brake pad 108 is in contact with the one guide rail 3, and the actuating member 113 is not executing the linear movement (not moving in the lateral direction). A process of retracting the elevator parking brake 101 refers to releasing the contact pressure between the brake pad 108 and the one guide rail 3 and moving the brake pad 108 away from the one guide rail 3 (moving the brake pad 108 in a brake opening direction).
A conversion mechanism 115A of a parking brake 101A according a modification of the third embodiment, illustrated in
In comparison with a conventional, threaded shaft-nut mechanism, the conversion efficiency is greatly improved by using a planetary roller screw in the conversion mechanism 115 or 115A because the contacts within the mechanism are rolling instead of sliding. Also, the elevator parking brakes 101 and 101A can be designed to be compact. As the planetary roller screw is conventionally known, further details are omitted hereafter.
According to the embodiments shown in
Although
In the subsequent embodiments, only differences to the third embodiment are described, and a redundant description of features is omitted.
The elevator parking brake 201 according to the fourth embodiment comprises a parking brake frame 210, a brake pad 208, an auxiliary brake pad 209, and an actuating mechanism 211. The actuating mechanism 211 comprises a motor 212, an actuating member 213, and a conversion mechanism 215.
In addition to the elevator parking brake 101 of the third embodiment, the elevator parking brake 201 according to the present embodiment further comprises a reduction gear 216 for gearing down a rotational speed of the motor 212. In the present embodiment, an inexpensive external motor can be used as the motor 212. Accordingly, in combination with the reduction gear 216, a high torque suitable for actuating the elevator parking brake 201 can be obtained, and an inexpensive motor 212 can be used.
The other elements of the elevator parking brake 201 according to the present embodiment work in a similar manner as described for the elevator parking brake 101 of the third embodiment.
In the present embodiment, the elevator parking brake 301 comprises a parking brake frame 310, an actuating member 313 and a brake pad 308. The actuating member 313 is slidably mounted on the parking brake frame 310 supported by needle bearings 334 so as to allow a linear movement with respect to the parking brake frame 310 in the lateral direction (brake opening/closing direction). The brake pad 308 is arranged on the actuating member 313 so as to directly follow the linear movement of the actuating member 313.
Further, the elevator parking brake 301 according to the present embodiment comprises an auxiliary actuating member 314 and an auxiliary brake pad 309. Similar to the actuating member 313, the auxiliary actuating member 314 is slidably mounted on the parking brake frame 310 so as to allow a linear movement with respect to the parking brake frame 310 in the lateral direction (brake opening/closing direction). The auxiliary brake pad 309 is arranged on the auxiliary actuating member 314 so as to directly follow the linear movement of the auxiliary actuating member 314. The auxiliary actuating member 314 is urged into an opening direction of the auxiliary brake pad 309 and the auxiliary actuating member 314 by auxiliary retaining springs 325. Auxiliary adjustment screws 326 are provided for adjusting the air gap between the guide rail 3 and the auxiliary brake pad 309 when the elevator parking brake 301 is deactivated. Although not shown in
The auxiliary brake pad 309 is arranged at a predetermined distance from the brake pad 308 such that the one guide rail 3 is insertable therebetween. The brake pad 308 and the auxiliary brake pad 309 are facing each other so as to, in use, face two opposing sides of the one guide rail 3.
As shown in
The motor 312 is a linear motor having a shaft 329 that is driven by the motor such as to perform a linear movement in a direction that is perpendicular to the brake opening/closing direction. A rack 327 having gear teeth is formed on the shaft 329 of the motor 312. The gear teeth of the rack 327 mesh with the gear 316. Accordingly, the gear 316 is rotationally driven by the linear movement of the shaft 329 of the motor 312.
The gear 316 is rotatably provided on the parking brake frame 310 such that a rotation axis of the gear 316 is perpendicular to the brake opening/closing direction.
The gear 316 is coupled to the cam mechanism 317. The cam mechanism 317 has the cam member 318 driven to rotate by the linear movement of the motor 312 via the gear 316. The cam member is rotationally supported by a sliding bearing 330. The cam member 318 has a radially outer circumferential profile referred to as a driving profile 320 of the cam member 318 (radial cam).
Further, as shown in
As shown in
As shown in
However, an increase of the radial distance between the closing profile 322 and the rotation axis of the cam member 318 along the closing profile 322 is larger than an increase of the radial distance between the tightening profile 323 and the rotation axis of the cam member 318 along the tightening profile 323. In other words, a first derivative of the radial distance between the respective profile and the rotation axis of the cam member 318 with respect to a rotation angle variation of the cam member 318 is smaller along the tightening profile 323 than along the closing profile 322.
The above-mentioned first derivative of the radial distance between the driving profile 320 (closing profile 322, tightening profile 323) and the rotation axis of the cam member 318 with respect to a rotation angle variation of the cam member 318 corresponds to a slope of the driving profile, which is defined as a linear position variation of the actuating member 313 divided by a rotation angle variation of the driving profile 320. Accordingly, a tightening profile slope is smaller than a closing profile slope.
Further, when a conversion ratio of the cam mechanism 317 is defined as a rotational angle variation of the cam member 318 with respect to a linear position variation of the actuating member 313, the cam mechanism thus provides a variable conversion ratio. In particular, the conversion ratio provided by the tightening profile 323 is larger than the conversion ratio provided by the closing profile 322.
Therefore, the brake pad 308 can rapidly be brought into contact with the guide rail 3 due to the small conversion ratio of the closing profile 322. Then, when contact between the brake pad 308 and the guide rail 3 is established, a large contact force of the brake pad 308 onto the guide rail 3 can be exerted by the motor 312 due to the large conversion ratio of the tightening profile 323.
In the present embodiment, as shown in
The auxiliary cam member 328 is formed in a similar manner as the cam member 318, and is configured to cause the linear movement of the auxiliary actuating member 314, similar but mirror-inverted to the linear movement of the cam member 318. Thus, a detailed description of the auxiliary cam mechanism 333 is omitted hereafter.
Further, the auxiliary cam member 328 is coupled to an auxiliary gear 331. The auxiliary gear 331 is rotatably provided on the parking brake frame 310 and meshes with the gear 316 so as to synchronize the linear movement of the auxiliary actuating member 314 with the linear movement of the actuating member 313 in an opposing manner. Thereby, the linear movement of the auxiliary actuating member 314 is executed in a mirror-inverted manner as compared to the linear movement of the actuating member 313.
In the second illustration of
In the third illustration of
The maximum pressing force Fcompr, by which the brake pad 308 and the auxiliary brake pad 309 are pressed against the one guide rail 3, can be determined by the following example calculation:
In the above example calculation, sf is a safety factor against slipping, Q is a load to be carried, g is the gravitational acceleration near Earth's surface, u is a friction factor between the brake pad 308 and the guide rail 3, nb is the number of brake units, and np is the number of brake pads.
Similar to the elevator parking brake 301 of the fifth embodiment, the elevator parking brake 401 according to the present embodiment comprises a parking brake frame 410, a brake pad 408, an auxiliary brake pad 409, an actuating mechanism 411, and a conversion mechanism 415 having a cam mechanism 417.
Coupling between the parking brake 401 and the elevator car 2 allows a restricted lateral movement of the parking brake frame 410 in relation to the car 2. Pushing the brake pad 408 against the guide rail 3 by actuating the actuating mechanism 411 and the conversion mechanism 415 will move the brake frame 410 such that the brake pressure on the guide rail 3 will increase equally on both the brake pad 408 and the auxiliary brake pad 409.
In the present embodiment, the conversion mechanism 415 further comprises a reduction gear 416 formed by a worm gear 428 and a planetary gear 432. A shaft of a motor 412 is coupled to a worm screw 429 of the worm gear 428. The worm screw 429 meshes with a worm wheel 430, thereby gearing down a rotational speed of the motor 412.
The worm wheel 430 is rotatably provided on the parking brake frame 410 such that a rotation axis of the worm wheel 430 is parallel to the brake opening/closing direction.
The worm wheel 430 is coupled to the cam mechanism 417. Particularly, the worm wheel 430 is rotatably coupled to a sun gear (not shown) of the planetary gear 432. Three planets (not shown) orbit around the sun gear and mesh with a ring gear formed in an actuating cam member 413 of the cam mechanism 417, as shown in
The actuating member 413 is driven to rotate around an axis parallel to the brake opening/closing direction by the rotational movement of the motor 412 via the reduction gear 416. The actuating member 413 has a driving profile 420 formed by an axial surface of a groove formed in an outer peripheral surface of the actuating member 413 (cylindrical cam). Balls 418 are inserted in the groove of the actuating member 413, thereby contacting the axial surface of the groove. The balls 418 are engaged with circumferential grooves formed on an inner circumferential surface of a fixed member 431. A rotation of the fixed member 431 around the rotation axis of the actuating member 413 is restricted. Further, a movement of the fixed member in the direction of the rotation axis of the actuating member 413 is restricted. Accordingly, when the balls 418 are engaged with the grooves of the fixed member 431, an axial position of the balls 418 is determined. Furthermore, a revolving movement of the balls 418 around the rotation axis of the actuating member 413 is restricted by circumferential ends in the rotation direction of the actuating member 413 of the grooves of the fixed member 431.
Due to the above-described configuration of the actuating member 413, the balls 418 and the fixed member 431, when the actuating member 413 is rotationally driven by the motor 412, the position of the balls 418 in the circumferential direction and in the axial direction is determined and the driving profile 420 slides along the balls 418. Since the driving profile 420 is curved, the actuating member 413 is displaced in the axial direction (brake opening/closing direction) upon rotation of the actuating member 413. That is, the driving profile is at least partially configured to convert movement of the motor 412 into linear movement of the actuating member 413 in the axial direction. In particular, portions of the driving profile 420 extending in directions crossing the circumferential direction of the actuating member 413 are configured to convert movement of the motor 412 into linear movement of the actuating member 413. The brake pad 408 is connected to the actuating member 413 via a thrust bearing 433 and a plate 434 and is retained by a spring 435. Therefore, the brake pad 408 is displaced in accordance with the displacement of the actuating member 413 in the axial direction.
The graph of
The rest phase corresponds to the retracted (not activated) state of the parking brake 401. Rotation of the actuating member 413 causes axial movement of the actuating member 413 in the brake opening/closing direction urged by the balls 418 following the curve of the closing profile section of the driving profile 420, thereby quickly closing the gap between brake pads 408, 409 and the guide rail 3. Between the rest profile 421 and the closing profile 422, a transition region is provided in order to enable a smooth acceleration of the actuating member in the axial direction.
Further rotation of the actuating member 413 brings the balls 418 to the tightening profile section of the driving profile 420, the actuating member 413 thereby causing the brake pads 408, 409 to be pressed against the guide rail 3 for the braking effect.
Even further rotation of the actuating member 413 brings the balls 418 to the holding profile section of the driving profile 420. In this phase, the braking force of the parking brake 401 is at its highest.
The parking brake 401 is released by further rotation of the actuating member 413 through the releasing profile 424, the balls 418 following the releasing profile section of the driving profile 420 or, alternatively, by reverse rotation of the actuating member 413.
The slope (gradient) of the driving profile 420 shown in
Furthermore, the slope of the driving profile 420 gradually decreases across the closing profile 422. In this regard, the transition region between the rest profile 421 and the closing profile 422 is not to be regarded as part of the closing profile 422. Further, the slope of the driving profile 420 gradually decreases across the tightening profile 423. Accordingly, an increasing conversion ratio is provided across the closing profile 422 and the tightening profile 423, respectively.
Due to the above-described configuration of the driving profile 420 of the actuating member 413, the elevator parking brake 401 according to the sixth embodiment has a variable conversion ratio such that the actuating member 413 and the brake pad 408 can be displaced in the brake opening/closing direction with a variable axial speed, while the motor 412 rotates with a constant rotational speed. Therefore, the brake pad 408 can be rapidly brought into contact with the guide rail 3. Then, when contact between the brake pad 408 and the guide rail 3 is established, a large contact force of the brake pad 408 onto the guide rail 3 can be exerted by the motor 412 due to the large conversion ratio provided by the tightening profile 423.
The above-mentioned driving profile 420 is provided multiple times in the circumferential direction of the actuating member 413 so as to provide a plurality of continuous driving profiles 420 along the circumference of the actuating member 413. In the embodiment of
The driving profile 420 does not necessarily have to be provided four times on the actuating member 413.
In the sixth embodiment, the elevator parking brake 401 has the cam mechanism 417 in which the actuating member 413 rotates and moves in the axial direction such as to actuate the brake pad 308, while movement of the fixed member 431 is restricted in both the circumferential and the axial direction. Alternatively, in a modification of the elevator parking brake 401 according to the sixth embodiment, movement of an actuating member in the axial direction may be restricted and the fixed member may be allowed to reciprocate in the axial direction. Accordingly, in such modification, the fixed member moves in the axial direction in accordance with the driving profile provided on the actuating member and actuates a brake pad.
The elevator parking brake 501 according to the seventh embodiment comprises a parking brake frame 510, a brake pad 508, an auxiliary brake pad 509, and an actuating mechanism 511. The actuating mechanism 511 comprises a motor 512, an actuating member 513, and a conversion mechanism 515. The conversion mechanism 515 comprises a cam mechanism 517 having balls 518 and a fixed member 531. The configuration of the actuating mechanism 511 is the same as the configuration of the actuating mechanism 411 of the elevator parking brake 401 according to the sixth embodiment.
In contrast to the elevator parking brake 401 of the sixth embodiment, the elevator parking brake 501 according to the present embodiment further comprises an auxiliary actuating mechanism 519 that is configured to exert a linear movement in the brake opening/closing direction so as to bring the auxiliary brake pad 509 in contact with the guide rail 3 and to retract the auxiliary brake pad 509 from the guide rail 3. The configuration of the auxiliary actuating mechanism 519 is basically the same as the configuration of the actuating mechanism 511, but is a mirror image of the actuating mechanism 511, as shown in
Thus, the linear movement of an auxiliary actuating member 514 is synchronized with the linear movement of the actuating member 513 in an opposing manner. In other words, the linear movement of the auxiliary actuating member 514 is executed in a mirror-inverted manner as compared to the linear movement of the actuating member 513. Such a synchronization of the actuating member 513 and the auxiliary actuating member 514 is obtained by another motor 516 driving the auxiliary actuating member 514 in a similar but inverted manner as the motor 512 drives the actuating member 513.
The other elements of the elevator parking brake 501 according to the present embodiment work in a similar manner as described for the elevator parking brake 401 of the sixth embodiment.
All elevator parking brakes according to the above embodiments can be mounted in a floating manner for horizontal self-centering action in relation to the guide rail using a floating mount between the elevator parking brake and the car 2, the principle of which is known, for example, from automotive disc brake designs with floating brake calipers.
While several embodiments of the elevator parking brake have been described above in detail, the components described in different embodiments can be combined with each other. That is, the particular features, structures or characteristics may be combined as suitable in one or more embodiments of the disclosure.
For example, the method for operating an elevator parking brake according to the first and second embodiment can be carried out with the elevator parking brake 101, 201, 301, 401, 501 described in the various embodiments above. However, the method for operating an elevator parking brake is not limited to being carried out with the elevator parking brake 101, 201, 301, 401, 501 described above, and may be carried out with any elevator parking brake suitable for braking an elevator car 2, which is guided along an elevator shaft by a guide rail 3 and suspended by a suspension rope 5 which is hoisted by a traction sheave 7. On the other hand, the elevator parking brake 101, 201, 301, 401, 501 described above does not have to be operated by the method for operating an elevator parking brake disclosed herein, but may be operated by another method.
| Number | Date | Country | Kind |
|---|---|---|---|
| 21215400.9 | Dec 2021 | EP | regional |
This application is a Continuation of PCT International Application No. PCT/EP2022/081741, filed on Nov. 14, 2022, which claims priority under 35 U.S.C. 119 (a) to Patent Application No. 21215400.9, filed in Europe on Dec. 17, 2021, all of which are hereby expressly incorporated by reference into the present application.
| Number | Date | Country | |
|---|---|---|---|
| Parent | PCT/EP2022/081741 | Nov 2022 | WO |
| Child | 18744389 | US |
