CA1262875A - Elevator brake and safety - Google Patents
Elevator brake and safetyInfo
- Publication number
- CA1262875A CA1262875A CA000495759A CA495759A CA1262875A CA 1262875 A CA1262875 A CA 1262875A CA 000495759 A CA000495759 A CA 000495759A CA 495759 A CA495759 A CA 495759A CA 1262875 A CA1262875 A CA 1262875A
- Authority
- CA
- Canada
- Prior art keywords
- brake
- spring
- car
- signal
- brake pads
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
- B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
- B66B5/16—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Braking Arrangements (AREA)
- Elevator Control (AREA)
- Maintenance And Inspection Apparatuses For Elevators (AREA)
- Cage And Drive Apparatuses For Elevators (AREA)
- Types And Forms Of Lifts (AREA)
Abstract
Abstract Two hydraulically controlled brakes (32) are attached to an elevator car (10) and each engages a guide rail (18). Each brake (32) is applied by a spring (40). The spring is compressed to release the brake, by actuating hydraulic cylinders (31a) through an electromechanically operated master cylinder (31) that responds to a signal from the motor control (16). An electromechanical release valve (52) is operated by a governor (22), when an overspeed condition exists to quickly release the pressure in the cylinders, applying the brake.
Description
Description Elevator Brake and Safety Technical Field This invention relates to elevators, in particular, elevator brakes and safeties.
Background of the Invention In the conventional traction elevator the brake, which is electromechanically operated, is located in the machining room, where it is attached to the drive. As a result, the braking force is limited by the traction between the cables and the drive. In an abrupt stop the drive may "slip traction", reducing the braking force significantly.
The elevator safety, a separate stopping device, is located on the elevator car. Generally consisting of a wedge device, a safety rapidly engages the elevator rail to stop the elevator car. The safeties are usually progressive; that is, they progressively reach a maximum tolerable acceleration rate. Safety operation is typically controlled by an elevator governor, which, generally speaking, is a mechanical device that is connected to the elevator car and which, upon sensing elevator car overspeed, provides a mechanical pull (actuation) to the safety, causing it to engage the rail.
7~
Disclosure of the Invention An object of the present invention is have both the brake and saEety on the car.
According to the present invention, a brake (e.g.
caliper brake) on the car engages the elevator guide rail. The brake is mechanically biased to norrnally freely engage the rail, but the bias is overcome or prevented by a brake control when braking is not needed. If overspeed is detected, however, the operative connection between the brake control and the brake is interupted, allowing the mechanical bias to apply the brake.
According to one aspect of the invention, the bias is overcome by a hydraulic actuator operated by energizing a solenoid to operate a master cylinder.
The line connecting the master cylinder and the actuator is vented by another valve when overspeed is detected, thereby eliminating the need to retract the master cylinder to apply the brake.
Brief Description of the Drawing Fig. 1 is a function block diagram of an elevator according to the invention.
Fig. ? is a function block diagram of a brake control system according to the in~ention.
' 25 Fig. 3 is plain view of a brake and a rail that may be used in an elevator embodying the invention.
i!37~ii sest Mode for Carrylng Out the Invention In the elevator in Fig" 1, there is a car 10, counterweight (CW) 12, motor 14, motor control (MCNTRL) 16 and two guide rails 18. On top of the car, there is a prime velocity transducer 20, also called in the art the primary position transducer or PPT and there is also governor 22. The governor in this application is connected ~o the velocity transducer, which, for illustrative purposes, senses car motion relative to a tape 20a to provide car velocity output signals. Position and velocity measurement in that manner is well known. When the velocity or acceleration or both exceeds predetermined levels, the governor provides an ES
signal to bring the car to an emergency stop. The ES
signal is supplied to a brake control 28, also on top of the car. The brake control 28, which is also connected to the motor control 16 by a traveling cable 30, controls operation of two brakes 32 and they are also on top of the car. These brakes engage the rails, but are maintained in disengagement by the brake control 28 in response to a brake release (BR) signal provided from the motor control except when the car is stopping or is parked, conditions when braking is neededO
Fig. 2 shows that the brake control 28 contains an oil tank 29 containing a reservoir of hydraulic fluid, and a master cylinder (MC) 31 operated by a solenoid (SOL) 33 which receives the BR signal from the motor control 16. For illustrative purposes, the ~6~ S
solenoid has a plunger 33a that controls the position of the master cylinder. The master cylinder provides fluid through two lines 31a to the brakes~ each of which contalns brake shoes 32a that are squeezed against the guide rails by means of the caliper 32b, as shown in Fig 3. Each brake contains a spring 40 which expands outwardly so as to force the pads against the rail, an action by which the brake is applied. Each brake also contains two separate brake actuators or cylinders (BC~ 32c on opposite sides of the spring. When the plunger 33a is moved in one direction, hydraulic fluid is supplied from the master cylinder to each brake actuator over one of the lines 31a, each of which is part of an independent hydraulic circuit from the master cylinder. Operation of one actuator therefore will "release" the brake. The pressure expands the caliper - overcomes the spring - and thereby disengaging or releasing the brake pads from the guide rail. This takes place in response to the BR
signal which causes the solenoid to operate the master cylinder.
If an overspeed condition occurs, the governor senses that from the transducer and provides the ES
signal to the brake control. In the brake control another solenoid 5~ receives the signal and operates a release valve (RV) 52, and this "vents" the master cylinder to the tank, (i.e~, releases the pressure in the lines 31a). The ES signal thus interupts the operative connection between the master cylinder and the brake cylinders. Consequently, all pressure from !375 brake cylinders 32c is eliminated, allowing the caliper to close immediately by operation of the spring, even if the BR signal is still applied.
In lieu of the master brake cylinder, which provides hydraulic pressure to the brake cylinders, a hydraulic pump may be used, but with a similar control that positively releases the brake cylinders.
That is, even iE a configuration like that is utilized, an electromechanical valve which is operated independently by the governor should still be employed to positively release the pressure on the brake actuators.
Utilizing the foregoin~, one skilled in the art may make modifications and variations to the previously described embodiment or embodiments without departing from the true scope and spirit of the invention embodied therein.
Background of the Invention In the conventional traction elevator the brake, which is electromechanically operated, is located in the machining room, where it is attached to the drive. As a result, the braking force is limited by the traction between the cables and the drive. In an abrupt stop the drive may "slip traction", reducing the braking force significantly.
The elevator safety, a separate stopping device, is located on the elevator car. Generally consisting of a wedge device, a safety rapidly engages the elevator rail to stop the elevator car. The safeties are usually progressive; that is, they progressively reach a maximum tolerable acceleration rate. Safety operation is typically controlled by an elevator governor, which, generally speaking, is a mechanical device that is connected to the elevator car and which, upon sensing elevator car overspeed, provides a mechanical pull (actuation) to the safety, causing it to engage the rail.
7~
Disclosure of the Invention An object of the present invention is have both the brake and saEety on the car.
According to the present invention, a brake (e.g.
caliper brake) on the car engages the elevator guide rail. The brake is mechanically biased to norrnally freely engage the rail, but the bias is overcome or prevented by a brake control when braking is not needed. If overspeed is detected, however, the operative connection between the brake control and the brake is interupted, allowing the mechanical bias to apply the brake.
According to one aspect of the invention, the bias is overcome by a hydraulic actuator operated by energizing a solenoid to operate a master cylinder.
The line connecting the master cylinder and the actuator is vented by another valve when overspeed is detected, thereby eliminating the need to retract the master cylinder to apply the brake.
Brief Description of the Drawing Fig. 1 is a function block diagram of an elevator according to the invention.
Fig. ? is a function block diagram of a brake control system according to the in~ention.
' 25 Fig. 3 is plain view of a brake and a rail that may be used in an elevator embodying the invention.
i!37~ii sest Mode for Carrylng Out the Invention In the elevator in Fig" 1, there is a car 10, counterweight (CW) 12, motor 14, motor control (MCNTRL) 16 and two guide rails 18. On top of the car, there is a prime velocity transducer 20, also called in the art the primary position transducer or PPT and there is also governor 22. The governor in this application is connected ~o the velocity transducer, which, for illustrative purposes, senses car motion relative to a tape 20a to provide car velocity output signals. Position and velocity measurement in that manner is well known. When the velocity or acceleration or both exceeds predetermined levels, the governor provides an ES
signal to bring the car to an emergency stop. The ES
signal is supplied to a brake control 28, also on top of the car. The brake control 28, which is also connected to the motor control 16 by a traveling cable 30, controls operation of two brakes 32 and they are also on top of the car. These brakes engage the rails, but are maintained in disengagement by the brake control 28 in response to a brake release (BR) signal provided from the motor control except when the car is stopping or is parked, conditions when braking is neededO
Fig. 2 shows that the brake control 28 contains an oil tank 29 containing a reservoir of hydraulic fluid, and a master cylinder (MC) 31 operated by a solenoid (SOL) 33 which receives the BR signal from the motor control 16. For illustrative purposes, the ~6~ S
solenoid has a plunger 33a that controls the position of the master cylinder. The master cylinder provides fluid through two lines 31a to the brakes~ each of which contalns brake shoes 32a that are squeezed against the guide rails by means of the caliper 32b, as shown in Fig 3. Each brake contains a spring 40 which expands outwardly so as to force the pads against the rail, an action by which the brake is applied. Each brake also contains two separate brake actuators or cylinders (BC~ 32c on opposite sides of the spring. When the plunger 33a is moved in one direction, hydraulic fluid is supplied from the master cylinder to each brake actuator over one of the lines 31a, each of which is part of an independent hydraulic circuit from the master cylinder. Operation of one actuator therefore will "release" the brake. The pressure expands the caliper - overcomes the spring - and thereby disengaging or releasing the brake pads from the guide rail. This takes place in response to the BR
signal which causes the solenoid to operate the master cylinder.
If an overspeed condition occurs, the governor senses that from the transducer and provides the ES
signal to the brake control. In the brake control another solenoid 5~ receives the signal and operates a release valve (RV) 52, and this "vents" the master cylinder to the tank, (i.e~, releases the pressure in the lines 31a). The ES signal thus interupts the operative connection between the master cylinder and the brake cylinders. Consequently, all pressure from !375 brake cylinders 32c is eliminated, allowing the caliper to close immediately by operation of the spring, even if the BR signal is still applied.
In lieu of the master brake cylinder, which provides hydraulic pressure to the brake cylinders, a hydraulic pump may be used, but with a similar control that positively releases the brake cylinders.
That is, even iE a configuration like that is utilized, an electromechanical valve which is operated independently by the governor should still be employed to positively release the pressure on the brake actuators.
Utilizing the foregoin~, one skilled in the art may make modifications and variations to the previously described embodiment or embodiments without departing from the true scope and spirit of the invention embodied therein.
Claims (5)
1. An elevator comprising a car, a guide rail, a motor, a motor control, a governor, and a car speed sensor characterized by:
a brake on the car comprising engaging means for causing the brake to engage the rail and prevention means for preventing operation of the engaging means;
brake control means comprising stop signal means for providing a stop signal to cause operation of the prevention means in response to a signal from the motor control and safety stop means for transmitting the stop signal to the prevention means over a transmission path and being operable, in response to a signal from the governor manifesting an overspeed condition to break the transmission path, and in that:
the engaging means comprises a spring;
the prevention means comprises a hydraulic actuator to overcome the spring;
the stop signal means comprises an electromechanical valve operable to cause operation of the actuator; and the safety means comprises an electromechanical valve operable to release pressure in the actuator.
a brake on the car comprising engaging means for causing the brake to engage the rail and prevention means for preventing operation of the engaging means;
brake control means comprising stop signal means for providing a stop signal to cause operation of the prevention means in response to a signal from the motor control and safety stop means for transmitting the stop signal to the prevention means over a transmission path and being operable, in response to a signal from the governor manifesting an overspeed condition to break the transmission path, and in that:
the engaging means comprises a spring;
the prevention means comprises a hydraulic actuator to overcome the spring;
the stop signal means comprises an electromechanical valve operable to cause operation of the actuator; and the safety means comprises an electromechanical valve operable to release pressure in the actuator.
2. An elevator according to claim 1, characterized in that:
the engaging means comprises two brake pads, the rail being located therebetween, and means, to which the brake pads are attached, for closing the distance between the brake pads in response to the force of the spring.
the engaging means comprises two brake pads, the rail being located therebetween, and means, to which the brake pads are attached, for closing the distance between the brake pads in response to the force of the spring.
3. An elevator according to claim 2, characterized in that:
the means to which the brake pads are attached comprises tongs.
the means to which the brake pads are attached comprises tongs.
4. An elevator according to claim 3, characterized in that:
the tongs comprise two arms which, as they spread apart cause the brake pads to move closer; and the spring is of the expansion type and is located between said two arms.
the tongs comprise two arms which, as they spread apart cause the brake pads to move closer; and the spring is of the expansion type and is located between said two arms.
5. An elevator according to claim 4, characterized in that:
the hydraulic actuator comprises first and second hydraulic actuators which move the two arms together when the hydraulic actuator is operated.
the hydraulic actuator comprises first and second hydraulic actuators which move the two arms together when the hydraulic actuator is operated.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR8417901A FR2573741B3 (en) | 1984-11-23 | 1984-11-23 | BRAKE AND SAFETY DEVICE FOR ELEVATOR |
| FR8417901 | 1984-11-23 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1262875A true CA1262875A (en) | 1989-11-14 |
Family
ID=9309894
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000495759A Expired CA1262875A (en) | 1984-11-23 | 1985-11-20 | Elevator brake and safety |
Country Status (7)
| Country | Link |
|---|---|
| EP (1) | EP0183616A3 (en) |
| JP (1) | JPS62500864A (en) |
| CN (1) | CN1007613B (en) |
| AU (1) | AU568036B2 (en) |
| CA (1) | CA1262875A (en) |
| FR (1) | FR2573741B3 (en) |
| WO (1) | WO1986003184A1 (en) |
Families Citing this family (27)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5209325A (en) * | 1991-04-12 | 1993-05-11 | Eaton-Kenway, Inc. | Braking apparatus and method for storage and retrieval vehicles |
| US5228540A (en) * | 1992-07-24 | 1993-07-20 | Hollister-Whitney Elevator Corp. | Elevator car brake with shoes actuated by springs |
| DE9210608U1 (en) * | 1992-08-08 | 1992-10-15 | C. Haushahn GmbH & Co, 7000 Stuttgart | Elevator safety gear |
| ATE175946T1 (en) * | 1993-10-18 | 1999-02-15 | Inventio Ag | BRAKE SAFETY DEVICE FOR AN ELEVATOR CABIN |
| US6193026B1 (en) | 1997-12-22 | 2001-02-27 | Otis Elevator Company | Elevator brake |
| GB2349865A (en) * | 1999-05-13 | 2000-11-15 | Bode & Son Ltd F | Arresting assembly |
| JP2001019292A (en) * | 1999-06-25 | 2001-01-23 | Inventio Ag | Device and method to prevent vertical directional displacement and vertical directional vibration of load support means of vertical carrier device |
| US6981575B2 (en) * | 1999-09-27 | 2006-01-03 | Otis Elevator Company | Concrete rail safety device for an elevator car |
| WO2005113402A1 (en) * | 2004-05-20 | 2005-12-01 | Mitsubishi Denki Kabushiki Kaisha | Emergency stop device for elevator |
| ES2543412T3 (en) | 2006-03-16 | 2015-08-19 | Thyssenkrupp Aufzugswerke Gmbh | Elevator drive with an electric motor |
| US8210319B2 (en) | 2007-08-31 | 2012-07-03 | John W. Boyd | Hydraulic elevating platform assembly |
| NL2002882C2 (en) * | 2009-05-13 | 2010-11-18 | Thomas Regout Internat B V | Device for suspension of substantially vertically movable objects and automatic measurement and adjustment system therefore. |
| CN101979302B (en) * | 2010-10-27 | 2013-01-02 | 曹锦泉 | Variable counterweight elevator and variable counterweight hydraulic elevator |
| US9688510B2 (en) | 2012-08-02 | 2017-06-27 | Otis Elevator Company | Hydraulic brake system for elevator |
| CN103264946A (en) * | 2013-04-07 | 2013-08-28 | 三洋电梯(珠海)有限公司 | Elevator without counterweight device |
| CN105164040B (en) * | 2013-04-30 | 2017-12-12 | 因温特奥股份公司 | Brake fluid system |
| CN104627773A (en) * | 2013-11-14 | 2015-05-20 | 中国人民解放军军械工程学院 | Independent elevator quick-response multi-level security defending system |
| CN104340804A (en) * | 2014-10-30 | 2015-02-11 | 国家电网公司 | Emergency braking device for elevator |
| CN104495584B (en) * | 2014-12-11 | 2016-11-23 | 吴家集 | Pneumatic traction system |
| CN105035906A (en) * | 2015-08-21 | 2015-11-11 | 李宝 | Vertical lift elevator with anti-falling device |
| CN105398907B (en) * | 2015-12-28 | 2017-11-24 | 陈勇 | The automatic slow-down device of overrunning of elevator box fall-proofing device |
| US10336577B2 (en) * | 2016-05-18 | 2019-07-02 | Otis Elevator Company | Braking system for an elevator system |
| EP3309104B1 (en) * | 2016-10-14 | 2019-10-09 | KONE Corporation | Method for avoiding unwanted safety gear tripping in an elevator system, controller adapted to perform such a method, governor brake and elevator system each having such a controller |
| CN108002168B (en) * | 2016-10-27 | 2021-04-02 | 奥的斯电梯公司 | Remote triggering device, speed limiter assembly and elevator |
| CN109095308B (en) * | 2018-07-24 | 2020-04-21 | 温州大学 | Elevator wheel groove abrasion reliability detection method |
| CN110143505A (en) * | 2019-05-20 | 2019-08-20 | 嘉世达电梯有限公司 | A kind of device for preventing elevator from falling |
| CN111532939A (en) * | 2020-04-30 | 2020-08-14 | 山西新富升机器制造有限公司 | Intelligent anti-skidding system for steel wire rope of friction hoist and control method |
Family Cites Families (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US1896776A (en) * | 1928-02-17 | 1933-02-07 | Westinghouse Electric & Mfg Co | Multiple elevator system |
| GB345035A (en) * | 1929-02-06 | 1931-03-19 | Ass Elect Ind | Improvements in or relating to safety apparatus for elevators and the like |
| US1803762A (en) * | 1929-07-05 | 1931-05-05 | Otis Elevator Co | Elevator safety apparatus |
| US1948746A (en) * | 1930-11-26 | 1934-02-27 | Westinghouse Elec Elevator Co | Elevator safety device |
| GB377059A (en) * | 1930-11-26 | 1932-07-21 | Westinghouse Electric & Mfg Co | Improvements in or relating to safety devices for elevators |
| US1934508A (en) * | 1932-02-06 | 1933-11-07 | Westinghouse Elec Elevator Co | Elevator safety |
| US2122943A (en) * | 1935-08-15 | 1938-07-05 | Jaeckel Franz Otto | Safety catch for hoist conveyeances |
| US2925151A (en) * | 1954-07-26 | 1960-02-16 | Clifford E Chandler | Mine cage safety device |
| US3155199A (en) * | 1963-10-11 | 1964-11-03 | Goodyear Tire & Rubber | Spring applied brake |
| SU897685A2 (en) * | 1980-04-24 | 1982-01-15 | Всесоюзный Научно-Исследовательский Институт Горной Механики Им. М.М.Федорова | Catcher of parachute with braking ropes for catching and stopping shaft cage |
-
1984
- 1984-11-23 FR FR8417901A patent/FR2573741B3/en not_active Expired
-
1985
- 1985-11-18 JP JP50536285A patent/JPS62500864A/en active Pending
- 1985-11-18 AU AU51965/86A patent/AU568036B2/en not_active Ceased
- 1985-11-18 WO PCT/US1985/002259 patent/WO1986003184A1/en unknown
- 1985-11-20 CN CN 85109248 patent/CN1007613B/en not_active Expired
- 1985-11-20 CA CA000495759A patent/CA1262875A/en not_active Expired
- 1985-11-22 EP EP85402282A patent/EP0183616A3/en not_active Withdrawn
Also Published As
| Publication number | Publication date |
|---|---|
| FR2573741B3 (en) | 1987-03-20 |
| CN85109248A (en) | 1986-07-02 |
| AU568036B2 (en) | 1987-12-10 |
| EP0183616A2 (en) | 1986-06-04 |
| CN1007613B (en) | 1990-04-18 |
| JPS62500864A (en) | 1987-04-09 |
| AU5196586A (en) | 1986-06-18 |
| FR2573741A1 (en) | 1986-05-30 |
| WO1986003184A1 (en) | 1986-06-05 |
| EP0183616A3 (en) | 1987-11-11 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKLA | Lapsed |