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EP0038966A1 - Starting device for an elevator - Google Patents

Starting device for an elevator Download PDF

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Publication number
EP0038966A1
EP0038966A1 EP81102639A EP81102639A EP0038966A1 EP 0038966 A1 EP0038966 A1 EP 0038966A1 EP 81102639 A EP81102639 A EP 81102639A EP 81102639 A EP81102639 A EP 81102639A EP 0038966 A1 EP0038966 A1 EP 0038966A1
Authority
EP
European Patent Office
Prior art keywords
brake
control device
elevator
moment
contactor
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.)
Granted
Application number
EP81102639A
Other languages
German (de)
French (fr)
Other versions
EP0038966B1 (en
Inventor
Gerhard Kindler
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Inventio AG
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Inventio AG
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Filing date
Publication date
Application filed by Inventio AG filed Critical Inventio AG
Priority to AT81102639T priority Critical patent/ATE4189T1/en
Publication of EP0038966A1 publication Critical patent/EP0038966A1/en
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Publication of EP0038966B1 publication Critical patent/EP0038966B1/en
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
    • B66B1/28—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical
    • B66B1/30—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical effective on driving gear, e.g. acting on power electronics, on inverter or rectifier controlled motor
    • B66B1/304—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical effective on driving gear, e.g. acting on power electronics, on inverter or rectifier controlled motor with starting torque control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
    • B66B1/28—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical
    • B66B1/32—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical effective on braking devices, e.g. acting on electrically controlled brakes

Definitions

  • the invention relates to a starting control device, in particular for an elevator, with a drive motor which can be switched on via the closing contacts of a main contactor and an electromechanical holding brake which has at least one brake magnet and a brake spring, the connection of the brake magnet via a closing contact of a brake contactor at one pole Voltage source is connected and the brake magnet is energized when the elevator drive is switched on and the holding brake is released against the force of the brake spring.
  • Simple, economical elevators operated by means of asynchronous motors do not have any actual start-up control devices.
  • the brake magnet of an electromechanical holding brake is excited via the contacts of the main contactor of the drive motor.
  • the holding brake is vented suddenly against weight or spring action when it is switched on switch the drive motor.
  • the start-up comfort of such elevators is insufficient, since the start-up jerk becomes noticeable due to the sudden ventilation and the sudden superimposition of engine starting torque and load torque.
  • the brake contactor is energized when switched on via an auxiliary contact of the main contactor of the drive motor. This results in a certain level of operational safety since the holding brake is only released when the drive is switched on.
  • the brake and drive motor can also be controlled independently of one another during the deceleration phase of the elevator. In the case of the above device, there is automatically a delay between the switch-on time and the start of the brake release, but this does not result in any significant improvement in the starting comfort.
  • a braking device according to German Offenlegungsschrift 2 003 951 has a control circuit which uses a tachometer to generate an actual value from the speed of a shaft to be braked meterdynamo, a setpoint generator containing the brake program, a control amplifier comparing the actual and setpoint value, and an actuator acting on a brake magnet.
  • the invention is based on the object of proposing an inexpensive starting control device for an elevator, by means of which the starting comfort can be significantly improved.
  • the problem is solved in particular by the invention characterized in the claims in that the brake magnet BM of the holding brake BR is connected to a control device RK, by means of which the braking force is controlled in a linearly decreasing manner during starting and a linearly increasing starting torque TR2 of the drive can be achieved.
  • the linear decrease in the braking force only begins after the switch-on torque peak of the drive motor MH has subsided, which is achieved by optimally coordinating the starting times of the setpoint generator SWG and the drive motor MH and the P component of the setpoint generator SWG, the switch-on torque peak being different the optimally designed brake spring BF can only have an insignificant effect.
  • MH denotes the drive motor of an elevator, which drives an elevator car K suspended from a conveyor part FS and balanced by a counterweight G via a traction sheave TS.
  • the drive motor MH for example an asynchronous motor, is connected to a three-phase network RST via make contacts SH of a main contactor HS and make contacts SR-D, SR-U of two directional contactors, not shown. So that the starting current does not become too large, the asynchronous motor is preferably switchable with poles, with six and four poles.
  • An electromechanical holding brake BR acting on the traction sheave TS and the drive motor MH has at least one brake magnet BM and a brake spring BF, the one connection 1 of the brake magnet BM being connected to the one pole 3 of a DC voltage source NG via a make contact SB1 of a brake contactor BS and the other connection 2 of the brake magnet BM is connected to a control device RK described in more detail below.
  • the brake contactor BS has a further make contact SB2, via which the main contactor HS can be excited.
  • the control device RK consists of a setpoint device SWG, an actual value transmitter IWG, a subtractor S forming a control deviation, a two-point controller RV and a switching transistor T serving as an actuator.
  • the setpoint generator SWG is an operational amplifier which is programmed by external components in such a way that its transition function approximately corresponds to the time behavior of a PI controller.
  • One input of the setpoint generator SWG is connected via the make contact SB of the brake contactor to one pole 3 of the DC voltage source NG, while its output is connected to the input of the subtractor S.
  • the subtractor S is an operational amplifier that amplifies the difference between the setpoint and actual value, the output of which is connected to the input of the two-point controller RV.
  • the two-point regulator RV an operational amplifier operating as a switch, is connected via its output to the base of the switching transistor T.
  • the collector of the switching transistor T is connected to the other terminal 2 of the brake magnet BM, a diode D being connected between the two terminals 1, 2 of the brake magnet BM.
  • the actual value transmitter IWG consists of an amplifier V and a measuring resistor MR, which on the one hand at the emitter of the switching transistor T and one input of the amplifier V and on the other hand at the other pole 4 of the direct voltage voltage source NG and the other input of the amplifier V is connected.
  • the amplifier V is an operational amplifier which is programmed by external components in such a way that the freewheeling current flowing through the brake magnet BM and the diode D during the blocking time of the switching transistor T is simulated and amplified.
  • the output of the actual value transmitter IWG is connected to the input of the subtractor S.
  • the starting control device described above works as follows:
  • the corresponding directional contactor When a travel command is issued, for example for an upward movement, the corresponding directional contactor is energized and the associated make contacts SR-U are closed.
  • the brake contactor BS is excited via an auxiliary contact (not shown) of the directional contactor, so that the make contact SB1 closes (time I, FIG. 5).
  • the main contactor HS is energized by means of the further make contact SB2 of the brake contactor BS, whereupon the make contacts SH are closed and the drive motor MH starts (time II, FIG. 4).
  • the starting torque would run according to curve TM without using the starting control device according to the invention (FIGS. 2 and 4).
  • the setpoint generator SWG begins to work, a current setpoint i SHOULD corresponding to the P component of the transition function occurring at its output (time I, FIG. 5). Since the actual current value i IST supplied by the actual value transmitter IWG is practically zero at this point in time, the control deviation becomes so great that the output voltage of the subtractor S exceeds a first limit value.
  • the output voltage of the two-point controller jumps to a value be - acts, that the switching transistor T is controlled in the conductive state.
  • the rising current now flowing through the brake magnet BM and the switching transistor T is detected by the actual value transmitter IWG via the measuring resistor MR and supplied to the subtractor S as the actual current value i IST .
  • the output voltage of the voltage tester S falls below a second limit value, the output voltage of the two-point regulator RV jumping back to the original value and the switching transistor T being controlled into the non-conductive state.
  • the decreasing freewheeling current now flowing through the brake magnet BM and the diode D is simulated in the actual value transmitter IWG and supplied to the subtractor S as the actual current value i IST .
  • the actual current value i ACTUAL drops So far that the output voltage of the subtractor S in turn exceeds the first limit value, the switching transistor is controlled again to the conductive state, whereupon the processes described above are repeated.
  • the average of the actual current value I which is the mean value of eating through the brake magnet BM fl i n e i rregerstromes err proportional follows in this way to the linearly increasing current setpoint value I soll (Fig. 5).

Landscapes

  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Elevator Control (AREA)
  • Forklifts And Lifting Vehicles (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Lasers (AREA)
  • Control Of Motors That Do Not Use Commutators (AREA)
  • Stopping Of Electric Motors (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)
  • Types And Forms Of Lifts (AREA)
  • Devices That Are Associated With Refrigeration Equipment (AREA)
  • Control Of Stepping Motors (AREA)
  • Power Steering Mechanism (AREA)
  • Control Of Electric Motors In General (AREA)

Abstract

With this start-up control apparatus it is intended to reduce the starting jerk at elevators resulting from superimposing the motor cut-on moment and load moment and to improve the starting comfort of the elevator passengers. The brake magnet of the electromechanical holding brake of the elevator is connected for this purpose with a regulation device, by means of which there can be linearly decreasingly controlled the braking force during the elevator's start-up, so that there can be obtained a linearly ascending start-up moment of the drive. The linear decrease of the braking force first appears following decay of the cut-on moment peak of the drive motor. This can be obtained by optimum correlation of the start-up time point of a reference value transmitter of the regulation device and the drive motor as well as the proportional part (P-part) of the reference value transmitter, whose transfer function approximately corresponds to the time behavior of a PI-regulator. The cut-on moment peak can only have an inappreciable effect, since the brake spring is dimensioned such that the mechanical brake moment amounts to 3-fold to 3.5-fold of the motor rated moment or torque.

Description

Die Erfindung betrifft eine Anfahrsteuereinrichtung, insbesondere für einen Aufzug, mit einem über die Schliesskontakte eines Hauptschützes einschaltbaren Antriebsmotor und einer elektromechanischen Haltebremse, welche mindestens einen Bremsmagneten und eine Bremsfeder aufweist, wobei der eine Anschluss des Bremsmagneten über einen Schliesskontakt eines Bremsschützes an dem einen Pol einer Spannungsquelle angeschlossen ist und der Bremsmagnet beim Einschalten des Aufzugsantriebes erregt und die Haltebremse gegen die Kraft der Bremsfeder gelüftet wird.The invention relates to a starting control device, in particular for an elevator, with a drive motor which can be switched on via the closing contacts of a main contactor and an electromechanical holding brake which has at least one brake magnet and a brake spring, the connection of the brake magnet via a closing contact of a brake contactor at one pole Voltage source is connected and the brake magnet is energized when the elevator drive is switched on and the holding brake is released against the force of the brake spring.

Einfache, wirtschaftliche, mittels Asynchronmotoren betriebene Aufzüge besitzen keine eigentlichen Anfahrsteuereinrichtungen. Bei derartigen aus der Fachliteratur bekannten Aufzügen, beispielsweise Bethmann "Der Aufzugsbau", wird der Bremsmagnet einer elektromechanischen Haltebremse über die Kontakte des Hauptschützes des Antriebsmotors erregt. Die Lüftung der Haltebremse gegen Gewichts-oder Federwirkung erfolgt hierbei schlagartig beim Einschalten des Antriebsmotors. Der Anfahrkomfort derartiger Aufzüge ist ungenügend, da sich der Anfahrruck durch das schlagartige Lüften und die plötzliche Überlagerung von Motoranlaufmoment und Lastmoment stark bemerkbar macht.Simple, economical elevators operated by means of asynchronous motors do not have any actual start-up control devices. In such elevators known from the specialist literature, for example Bethmann "the elevator construction", the brake magnet of an electromechanical holding brake is excited via the contacts of the main contactor of the drive motor. The holding brake is vented suddenly against weight or spring action when it is switched on switch the drive motor. The start-up comfort of such elevators is insufficient, since the start-up jerk becomes noticeable due to the sudden ventilation and the sudden superimposition of engine starting torque and load torque.

Weiterhin ist es bekannt, den Bremsmagneten der Haltebremse beim Anfahren über den Schliesskontakt eines Brems- schützes zu erregen. So wird beispielsweise bei einer Einrichtung nach der deutschen Auslegeschrift 1 091 303 das Bremsschütz beim Einschalten über einen Hilfskontakt des Hauptschützes des Antriebsmotors erregt. Hieraus ergibt sich eine gewisse Betriebssicherheit, da die Haltebremse erst gelüftet wird, wenn der Antrieb eingeschaltet ist. Ausserdem können mit einer solchen Anordnung Bremse und Antriebsmotor während der Verzögerungsphase des Aufzuges unabhängig voneinander gesteuert werden. Bei vorstehender Einrichtung entsteht automatisch eine Verzögerung zwischen dem Einschaltzeitpunkt und dem Beginn der Bremslüftüng, womit jedoch keine nennenswerte Verbesserung des Anfahrkomforts erzielbar ist.Furthermore, it is known, the brake magnet of the holding brake when starting on the closing contact of a contactor B Rems to excite. For example, in a device according to German designation 1 091 303, the brake contactor is energized when switched on via an auxiliary contact of the main contactor of the drive motor. This results in a certain level of operational safety since the holding brake is only released when the drive is switched on. With such an arrangement, the brake and drive motor can also be controlled independently of one another during the deceleration phase of the elevator. In the case of the above device, there is automatically a delay between the switch-on time and the start of the brake release, but this does not result in any significant improvement in the starting comfort.

Es ist andererseits bekannt, eine elektromechanische Haltebremse für das geregelte Abbremsen eines Aufzuges während der Verzögerungsphase zum Zwecke des genauen Anhaltens zu verwenden. So weist beispielsweise eine Bremseinrichtung nach der deutschen Offenlegungsschrift 2 003 951 einen Regelkreis auf, der aus einem aus der Drehzahl einer abzubremsenden Welle einen Istwert bildenden Tachometerdynamo, einem das Bremsprogramm enthaltenden Sollwertgeber, einem den Ist- und Sollwert vergleichenden Regelverstärker sowie einem auf einen Bremsmagnet einwirkenden Stellglied besteht.On the other hand, it is known to use an electromechanical holding brake for the controlled braking of an elevator during the deceleration phase for the purpose of precise stopping. For example, a braking device according to German Offenlegungsschrift 2 003 951 has a control circuit which uses a tachometer to generate an actual value from the speed of a shaft to be braked meterdynamo, a setpoint generator containing the brake program, a control amplifier comparing the actual and setpoint value, and an actuator acting on a brake magnet.

Der Erfindung liegt die Aufgabe zugrunde, eine kostengünstige Anfahrsteuereinrichtung für einen Aufzug vorzuschlagen, mittels welcher der Anfahrkomfort wesentlich verbessert werden kann. Die Aufgabe wird durch die in den Ansprüchen gekennzeichnete Erfindung insbesondere dadurch gelöst, dass der Bremsmagnet BM der Haltebremse BR mit einer Regeleinrichtung RK verbunden ist, mittels welcher die Bremskraft während des Anfahrens linear abnehmend gesteuert wird und ein linear ansteigendes Anfahrmoment TR2 des Antriebes erzielbar ist. Die lineare Abnahme der Bremskraft setzt erst nach dem Abklingen der Einschalt-Momentenspitze des Antriebsmotors MH ein, was durch optimales Aufeinanderabstimmen der Startzeitpunkte des Sollwertgebers SWG und des Antriebsmotors MH sowie des P-Anteiles des Sollwertgebers SWG erreicht wird, wobei die Einschalt-Momentenspitze sich wegen der optimal ausgelegten Bremsfeder BF nur unwesentlich auswirken kann.The invention is based on the object of proposing an inexpensive starting control device for an elevator, by means of which the starting comfort can be significantly improved. The problem is solved in particular by the invention characterized in the claims in that the brake magnet BM of the holding brake BR is connected to a control device RK, by means of which the braking force is controlled in a linearly decreasing manner during starting and a linearly increasing starting torque TR2 of the drive can be achieved. The linear decrease in the braking force only begins after the switch-on torque peak of the drive motor MH has subsided, which is achieved by optimally coordinating the starting times of the setpoint generator SWG and the drive motor MH and the P component of the setpoint generator SWG, the switch-on torque peak being different the optimally designed brake spring BF can only have an insignificant effect.

Die mit der Erfindung erreichten Vorteile sind hauptsächlich darin zu sehen, dass der aus der Überlagerung Motoreinschaltmoment-Lastmoment resultierende Anfahrruck stark reduziert wird und nach dem Abklingen des Einschaltmomentes bis zur vollständigen Lüftung der Haltebremse BR die Beschleunigungsänderung annähernd konstant ist. Damit wird der Anfahrdruck weiter beträchtlich verkleinert und eine wesentliche Verbesserung der Anfahrkomforts erzielt. Ein weiterer Vorteil ist in der vorgeschlagenen Ausführung der Regeleinrichtung RK zu sehen, die alle Vorzüge elektronischer Einrichtungen, wie beispielsweise keine Verschleissteile, wartungsfrei, leichte Einstellbarkeit, lange zeitliche Stabilität und relativ niedrige Kosten, aufweist.The advantages achieved by the invention are mainly to be seen in the fact that the starting jerk resulting from the superimposition of the engine starting torque-load torque is greatly reduced and, after the starting torque has subsided, until the holding brake BR is completely released B eschleunigungsänderung is approximately constant. The starting pressure is further reduced considerably and the starting comfort is significantly improved. Another advantage can be seen in the proposed design of the control device RK, which has all the advantages of electronic devices, such as, for example, no wearing parts, maintenance-free, easy adjustability, long-term stability and relatively low costs.

Auf beiliegender Zeichnung ist ein Ausführungsbeispiel der Erfindung dargestellt, das im folgenden näher erläutert wird. Es zeigen

  • Fig. 1 eine schematische Darstellung der erfindungsgemässen Anfahrsteuereinrichtung,
  • Fig. 2 ein Diagramm desMomentenverlaufes bei Antrieben ohne Anfahrsteuereinrichtung,
  • Fig. 3 ein Diagramm des Erregerstromverlaufes des Bremsmagneten bei Antrieben ohne Anfahrsteuereinrichtung,
  • Fig. 4 ein Diagramm des Momentenverlaufes bei Anwendung der erfindungsgemässen Anfahrsteuereinrichtung und
  • Fig. 5 ein Diagramm der Uebergangsfunktion des Sollwertgebers und des Erregerstromverlaufes des Bremsmagneten der erfindungsgemässen Anfahrsteuereinrichtung.
An exemplary embodiment of the invention is illustrated in the accompanying drawing, which is explained in more detail below. Show it
  • 1 is a schematic representation of the starting control device according to the invention,
  • 2 shows a diagram of the torque curve for drives without a starting control device,
  • 3 shows a diagram of the excitation current profile of the brake magnet in drives without a starting control device,
  • Fig. 4 is a diagram of the torque curve when using the starting control device according to the invention and
  • 5 shows a diagram of the transition function of the setpoint generator and the excitation current profile of the brake magnet of the start-up control device according to the invention.

In der Fig. 1 ist mit MH der Antriebsmotor eines Aufzuges bezeichnet, welcher über eine Treibscheibe TS eine an einem Förderteil FS aufgehängte, über ein Gegengewicht G ausbalancierte Aufzugskabine K antreibt. Der Antriebsmotor MH, beispielsweise ein Asynchronmotor, ist über Schliesskontakte SH eines Hauptschützes HS und Schliesskontakte SR-D, SR-U zweier nicht dargestellter Richtungsschütze mit einem Drehstromnetz RST verbunden . Damit der Anlaufstrom nicht zu gross wird, ist der Asynchronmotor vorzugsweise polumschaltbar, mit sechs und vier Polen ausgeführt. Eine auf die Treibscheibe TS und und den Antriebsmotor MH einwirkende elektromechanische Haltebremse BR weist mindestens einen Bremsmagneten BM und eine Bremsfeder BF auf, wobei der eine Anschluss 1 des Bremsmagneten BM über einen Schliesskontakt SB1 eines Bremsschützes BS an dem einen Pol 3 einer Gleichspannungsquelle NG angeschlossen ist und der andere Anschluss 2 des Bremsmagneten BM mit einer nachstehend näher beschriebenen Regeleinrichtung RK in Verbindung steht. Das Bremsschütz BS weist einen weiteren Schliesskontakt SB2 auf, über welchen das Hauptschütz HS erregbar ist.In FIG. 1, MH denotes the drive motor of an elevator, which drives an elevator car K suspended from a conveyor part FS and balanced by a counterweight G via a traction sheave TS. The drive motor MH, for example an asynchronous motor, is connected to a three-phase network RST via make contacts SH of a main contactor HS and make contacts SR-D, SR-U of two directional contactors, not shown. So that the starting current does not become too large, the asynchronous motor is preferably switchable with poles, with six and four poles. An electromechanical holding brake BR acting on the traction sheave TS and the drive motor MH has at least one brake magnet BM and a brake spring BF, the one connection 1 of the brake magnet BM being connected to the one pole 3 of a DC voltage source NG via a make contact SB1 of a brake contactor BS and the other connection 2 of the brake magnet BM is connected to a control device RK described in more detail below. The brake contactor BS has a further make contact SB2, via which the main contactor HS can be excited.

Die Regeleinrichtung RK besteht aus einem Sollwertgeber SWG, einem Istwertgeber IWG, einem eine Regelabweichung bildenden Subtrahierer S, einem Zweipunktregler RV und einem als Stellglied dienenden Schalttransistor T.The control device RK consists of a setpoint device SWG, an actual value transmitter IWG, a subtractor S forming a control deviation, a two-point controller RV and a switching transistor T serving as an actuator.

Der Sollwertgeber SWG ist ein Operationsverstärker, der durch äussere Bauelemente derart programmiert ist, dass seine Uebergangsfunktion annähernd dem Zeitverhalten eines PI-Reglers entspricht. Der eine Eingang des Sollwertgebers SWG ist über den Schliesskontakt SB des Bremsschützes mit dem einen Pol 3 der Gleichspannungsquelle NG verbunden, während sein Ausgang am Eingang des Subtrahierers S angeschlossen ist.The setpoint generator SWG is an operational amplifier which is programmed by external components in such a way that its transition function approximately corresponds to the time behavior of a PI controller. One input of the setpoint generator SWG is connected via the make contact SB of the brake contactor to one pole 3 of the DC voltage source NG, while its output is connected to the input of the subtractor S.

Der Subtrahierer S ist ein die Differenz zwischen Soll-und Istwert verstärkender Operationsverstärker, dessen Ausgang mit dem Eingang des Zweipunktreglers RV verbunden ist. Der Zweipunktregler RV, ein als Schalter arbeitender Operationsverstärker, ist über seinen Ausgang an der Basis des Schalttransistors T angeschlossen. Der Kollektor des Schalttransistors T ist mit dem anderen Anschluss 2 des Bremsmagneten BM verbunden, wobei zwischen beide Anschlüsse 1, 2 des Bremsmagneten BM eine Diode D geschaltet ist.The subtractor S is an operational amplifier that amplifies the difference between the setpoint and actual value, the output of which is connected to the input of the two-point controller RV. The two-point regulator RV, an operational amplifier operating as a switch, is connected via its output to the base of the switching transistor T. The collector of the switching transistor T is connected to the other terminal 2 of the brake magnet BM, a diode D being connected between the two terminals 1, 2 of the brake magnet BM.

Der Istwertgeber IWG besteht aus einem Verstärker V und einem Messwiderstand MR, welcher einerseits am Emitter des Schalttransistors T und dem einen Eingang des Verstärkers V und andererseits am anderen Pol 4 der Gleichspannungsquelle NG und dem anderen Eingang des Verstärkers V angeschlossen ist. Der Verstärker V ist ein Operationsverstärker, der durch äussere Bauelemente derart programmiert ist, dass der während der Sperrzeit des Schalttransistors T über den Bremsmagneten BM und die Diode D fliessende Freilaufstrom simuliert und verstärkt wird. Der Ausgang des Istwertgebers IWG ist mit dem Eingang des Subtrahierers S verbunden.The actual value transmitter IWG consists of an amplifier V and a measuring resistor MR, which on the one hand at the emitter of the switching transistor T and one input of the amplifier V and on the other hand at the other pole 4 of the direct voltage voltage source NG and the other input of the amplifier V is connected. The amplifier V is an operational amplifier which is programmed by external components in such a way that the freewheeling current flowing through the brake magnet BM and the diode D during the blocking time of the switching transistor T is simulated and amplified. The output of the actual value transmitter IWG is connected to the input of the subtractor S.

Die vorstehend beschriebene Anfahrsteuereinrichtung arbeitet wie folgt:The starting control device described above works as follows:

Bei Erteilung eines Fahrbefehls, beispielsweise für eine Aufwärtsfahrt, werden das entsprechende Richtungsschütz erregt und die dazugehörigen Schliesskontakte SR-U geschlossen. Ueber einen nicht dargestellten Hilfskontakt des Richtungsschützes wird dabei das Bremsschütz BS erregt, so dass der Schliesskontakt SB1 schliesst (Zeitpunkt I, Fig. 5). Mittels des weiteren Schliesskontaktes SB2 des Bremsschützes BS wird das Hauptschütz HS erregt, worauf die Schliesskontakte SH geschlossen werden und der Antriebsmotor MH anzulaufen beginnt (Zeitpunkt II, Fig. 4). Das Anfahrmoment würde dabei ohne Anwendung der erfindungsgemässen Anfahrsteuereinrichtung nach der Kurve TM verlaufen (Fig. 2 und 4).When a travel command is issued, for example for an upward movement, the corresponding directional contactor is energized and the associated make contacts SR-U are closed. The brake contactor BS is excited via an auxiliary contact (not shown) of the directional contactor, so that the make contact SB1 closes (time I, FIG. 5). The main contactor HS is energized by means of the further make contact SB2 of the brake contactor BS, whereupon the make contacts SH are closed and the drive motor MH starts (time II, FIG. 4). The starting torque would run according to curve TM without using the starting control device according to the invention (FIGS. 2 and 4).

Das anfänglich vorhandene, beispielsweise dem Dreifachen des Motornennmomentes TMN entsprechende Bremsmoment TB20, steht dem Anfahrmoment TM entgegen, so dass nur eine kleine, sich in geringem Masse auf den Anfahrkomfort auswirkende Drehmomentenspitze TR20 wirksam wird (Zeitpunkt III, Fig. 4). Mit dem Schliessen des Kontaktes SB des Bremsschützes beginnt der Sollwertgeber SWG zu arbeiten, wobei ein dem P-Anteil der Übergangsfunktion entsprechender Stromsollwert iSOLL an seinem Ausgang auftritt (Zeitpunkt I, Fig. 5). Da zü diesem Zeitpunkt der vom Istwertgeber IWG gelieferte Stromistwert iIST praktisch Null ist, wird die Regelabweichu0ng so gross, dass die Ausgangsspannung des Subtrahierers S einen ersten Grenzwert überschreitet. Dadurch springt die Ausgangsspannung des Zweipunktreglers auf einen Wert, der be- wirkt, dass der Schalttransistor T in den leitenden Zustand gesteuert wird. Der nun durch den Bremsmagneten BM und den Schalttransistor T fliessende ansteigende Strom wird vom Istwertgeber IWG über den Messwiderstand MR erfasst und als Stromistwert iIST dem Subtrahierer S zugeführt. Bei Annäherung des Stromistwertes iIST an den inzwischen linear angestiegenen Stromsollwert iSOLL unter- schreitet die Ausgangsspannung des Siztarahierers S einen zweiten Grenzwert, wobei die Ausgangsspannung des Zweipunktreglers RV auf den ursprünglichen Wert zurückspringt und der Schalttransistor T in den nichtleitenden Zustand gesteuert wird. Der jetzt durch den Bremsmagneten BM und die Diode D fliessende absinkende Freilaufstrom wird im Istwertgeber IWG simuliert und als Stromistwert iIST dem Subtrahierer S zugeführt. Sinkt nun der Stromistwert iIST so weit ab, dass die Ausgangsspannung des Subtrahierers S wiederum den ersten Grenzwert überschreitet, so wird der Schalttransistor aufs neue in den leitenden Zustand gesteuert, worauf sich die vorstehend geschilderten Vorgänge wiederholen. Der Mittelwert des Stromistwertes iIST, der dem Mittelwert des durch den Bremsmagneten BM fliessenden Erregerstromes ierr proportional ist, folgt auf diese Weise dem linear ansteigenden Stromsollwert iSOLL (Fig. 5).The braking torque TB2 0 initially available, for example three times the nominal motor torque TMN, is contrary to the starting torque TM, leaving only a small, impacting themselves to a limited extent on the starting comfort Drehmomentens p Itze 0 TR2 becomes effective (time III, Fig. 4). When the contact SB of the brake contactor closes, the setpoint generator SWG begins to work, a current setpoint i SHOULD corresponding to the P component of the transition function occurring at its output (time I, FIG. 5). Since the actual current value i IST supplied by the actual value transmitter IWG is practically zero at this point in time, the control deviation becomes so great that the output voltage of the subtractor S exceeds a first limit value. Thereby, the output voltage of the two-point controller jumps to a value be - acts, that the switching transistor T is controlled in the conductive state. The rising current now flowing through the brake magnet BM and the switching transistor T is detected by the actual value transmitter IWG via the measuring resistor MR and supplied to the subtractor S as the actual current value i IST . When the actual current value i ACT comes closer to the current linear setpoint i SET, the output voltage of the voltage tester S falls below a second limit value, the output voltage of the two-point regulator RV jumping back to the original value and the switching transistor T being controlled into the non-conductive state. The decreasing freewheeling current now flowing through the brake magnet BM and the diode D is simulated in the actual value transmitter IWG and supplied to the subtractor S as the actual current value i IST . Now the actual current value i ACTUAL drops So far that the output voltage of the subtractor S in turn exceeds the first limit value, the switching transistor is controlled again to the conductive state, whereupon the processes described above are repeated. The average of the actual current value I, which is the mean value of eating through the brake magnet BM fl i n e i rregerstromes err proportional follows in this way to the linearly increasing current setpoint value I soll (Fig. 5).

Bei Erreichen eines Erregerstromes io, nach einer einem Ansprechverzug t entsprechenden Zeitspanne, beginnt die Magnetkraft sich auf die Bremsfeder BF auszuwirken (Zeitpunkt IV, Fig. 4 und 5). Von diesem Zeitpunkt an wird das Bremsmoment TB2 proportional dem linear ansteigenden Erregerstrom ierr abgebaut, wobei sich nach Überwiegen des Motoranlaufmomentes TM über das Bremsmoment TB2 ein linear ansteigendes resultierendes Anfahrmoment TR2=TM+TB2 ergibt (Fig. 4). Nach einer Zeit von beispielsweise 0,5 Sekunden ist mit dem vollständigen Lüften der Haltebremse BR der Anfahrvorgang abgeschlossen (Zeitpunkt V, Fig. 4), so dass der Antrieb auf die Nenngeschwindigkeit hochlaufen kann.When an excitation current i o is reached , after a time period corresponding to a response delay t, the magnetic force begins to act on the brake spring BF (time IV, FIGS. 4 and 5). From this point in time, the braking torque TB2 is reduced in proportion to the linearly increasing excitation current i err , and after the motor starting torque TM has been outweighed by the braking torque TB2, the resultant starting torque TR2 = TM + TB2 increases linearly (FIG. 4). After a time of, for example, 0.5 seconds, the start-up process is completed with the complete release of the holding brake BR (time V, FIG. 4), so that the drive can run up to the nominal speed.

Beim Anfahren ohne Anwendung der erfindungsgemässen Anfahrsteuereinrichtung steigt beim Schliessen des Kontaktes SB des Bremsschützes (Zeitpunkt I, Fig. 3) der Erregerstrom ierr des Bremsmagneten BM anfänglich relativ steil an, so dass der Stromwert io schon nach einem sehr kleinen Ansprechverzug tA erreicht wird (Zeitpunkt II, Fig. 2 und 3). Von diesem Zeitpunkt an wird das Brems- moment TB1 proportional dem annähernd nach einer e-Funktion verlaufenden Erregerstrom ierr abgebaut, wobei sich ein nur wenig vom Anfahrmoment TM des im Zeitpunkt III (Fig. 2) anlaufenden Antriebsmotors MH abweichendes resultierendes Anfahrmoment TR1=TM+TB1 und damit ein ungenügender Anfahrkomfort ergibt.When starting without using the start-up control device according to the invention, when the contact SB of the brake contactor closes (time I, FIG. 3), the excitation current i err of the brake magnet BM initially increases relatively steep, so that the current value i o is reached after a very small response delay t A (time II, FIGS. 2 and 3). From this time on, the brake is - moment TB1 proportional to the extending approximately according to an exponential function of excitation current i err degraded, resulting in a little from the starting torque TM of III at the time (FIG. 2) calling at the drive motor MH deviant resulting starting torque TR1 = TM + TB1 and thus insufficient starting comfort.

Claims (7)

1. Anfahrsteuereinrichtung, insbesondere für einen Aufzug, mit einem über die Schliesskontakte (SH) eines Hauptschützes einschaltbaren Antriebsmotor (MH) und einer elektromechanischen Haltebremse (BR), welche mindestens einen Bremsmagneten (BM) und eine Bremsfeder (BF) aufweist, wobei der eine Anschluss (1) des Bremsmagneten (BM) über einen Schliesskontakt (SB1) eines Bremsschützes (BS) an dem einen Pol (3) einer Spannungsquelle (NG) angeschlossen ist und der Bremsmagnet (BM) beim Einschalten des Aufzugsantriebes erregt und die Haltebremse (BR) gegen die Kraft der Bremsfeder (BF) gelüftet wird, dadurch gekennzeichnet , dass der Bremsmagnet (BM) mit einer Regeleinrichtung (RK) verbunden ist, wobei der Eingang eines Sollwertgebers (SWG) der Regeleinrichtung (RK) über den Schliesskontakt (SB1) des Bremsschützes (BS) an dem einen Pol (3) der Spannungsquelle (NG) angeschlossen ist und der andere Anschluss (2) des Bremsmagneten (BM) mit dem Kollektor eines als Stellglied der Regeleinrichtung (RK) dienenden Schalttransistors (T) verbunden ist, über welchen der Bremsmagnet (BM) an den anderen Pol (4) der Spannungsquelle (NG) schaltbar ist.1. Start-up control device, in particular for an elevator, with a drive motor (MH) which can be switched on via the make contacts (SH) of a main contactor and an electromechanical holding brake (BR) which has at least one brake magnet (BM) and a brake spring (BF), one of which Connection (1) of the brake magnet (BM) via a make contact (SB1) of a brake contactor (BS) to which one pole (3) of a voltage source (NG) is connected and the brake magnet (BM) is energized when the elevator drive is switched on and the holding brake (BR ) is released against the force of the brake spring (BF), characterized in that the brake magnet (BM) is connected to a control device (RK), the input of a setpoint device (SWG) of the control device (RK) via the make contact (SB1) of the Brake contactor (BS) to which one pole (3) of the voltage source (NG) is connected and the other connection (2) of the brake magnet (BM) with the collector one as an actuator of the control device (RK) serving switching transistor (T) is connected, via which the brake magnet (BM) to the other pole (4) of the voltage source (NG) can be switched. 2. Anfahrsteuereinrichtung nach Anspruch 1, dadurch gekennzeichnet , dass ein weiterer Schliesskontakt (SB2) des Bremsschützes (BS) vorgesehen ist, der mit dem Hauptschütz (HS) verbunden und über welchen das Hauptschütz (HS) erregbar ist, so dass beim Einschalten des Aufzugsantriebes die Schliesskontakte (SH) des Hauptschützes (HS) zeitlich nach den Schliesskontakten (SB1,2) des Bremsschützes schaltbar sind und der Sollwertgeber (SWG) zeitlich vor dem Start des Antriebsmotors (MH) zu ärbeiten beginnt.2. Starting control device according to claim 1, characterized in that another Closing contact (SB2) of the brake contactor (BS) is provided, which is connected to the Hau p tschütz (HS) and through which the main contactor (HS) is excitable so that, when turning on the elevator drive, the closing contacts (SH) of the Hau p tschützes (HS ) can be switched in time after the closing contacts (SB1,2) of the brake contactor and the setpoint generator (SWG) starts to work in time before the drive motor (MH) starts. 3. Anfahrsteuereinrichtung nach Anspruch 1 oder 2, dadurch gekennzeichnet , dass die Uebergangsfunktion des Sollwertgebers (SWG) annähernd dem Zeitverhalten eines PI-Reglers entspricht.3. Start-up control device according to claim 1 or 2, characterized in that the transition function of the setpoint generator (SWG) corresponds approximately to the time behavior of a PI controller. 4. Anfahrsteuereinrichtung nach Anspruch 1, dadurch gekennzeichnet , dass die Regeleinrichtung (RK) einen den Schalttransistor (T) in Abhängigkeit von der Regelabweichung steuernden Zweipunktregler (RV) aufweist.4. Start-up control device according to claim 1, characterized in that the control device (RK) has a switching transistor (T) in dependence on the control deviation controlling two-point controller (RV). 5. Anfahrsteuereinrichtung nach Anspruch 1, dadurch gekennzeichnet , dass ein Istwertgeber (IWG) vorgesehen ist, der aus einem Verstärker (V) und einem Mssswiderstand (MR) besteht, wobei der Messwiderstand (MR) einerseits mit dem Emitter des Schalttränsistors (T) und dem einen Eingang des Verstärkers (V) und andererseits mit dem anderen Pol (4) der Spannungsquelle (NG) und dem anderen Eingang des Verstärkers (V) verbunden ist, und wobei während der Einschaltzeit des Schalttransistors (T) von dem über den Messwiderstand (MR) fliessenden Strom der Stromistwert ableitbar ist.5. Start-up control device according to claim 1, characterized in that an actual value transmitter (IWG) is provided, which consists of an amplifier (V) and a measuring resistor ( MR ), the measuring resistor ( MR ) on the one hand with the emitter of the switching transistor (T) and one input of the amplifier (V) and on the other hand with the other pole (4) of the voltage Source (NG) and the other input of the amplifier (V) is connected, and the actual current value can be derived from the current flowing through the measuring resistor (MR) during the switch-on time of the switching transistor (T). 6. Anfahrsteuereinrichtung nach Anspruch 5, dadurch gekennzeichnet , dass der Verstärker (V) des Istwertgebers (IWG) ein mittels RC-Gliedern programmierter Operationsverstärker ist, wobei während der Sperrzeit des Schalttransistors (T) der durch den Bremsmagneten (BM) und einer diesem parallel geschalteten Diode (D) fliessende Strom simuliert und als Stromistwert verwendet wird.6. A start-up control device according to claim 5, characterized in that the amplifier (V) of the actual value transmitter (IWG) is an operational amplifier programmed by means of RC elements, wherein during the blocking time of the switching transistor (T) the brake magnet (BM) and one of these current (D) connected in parallel is simulated and used as the actual current value. 7. Anfahrsteuereinrichtung nach Anspruch 1, dadurch gekennzeichnet , dass die Vorspannung der Bremsfeder (BF) so bemessen ist, dass das mechanische Bremsmoment (TB20) während des Haltes des Aufzugs das 3fache bis 3,5fache des Motor-Nennmomentes beträgt.7. Start-up control device according to claim 1, characterized in that the bias of the brake spring (BF) is dimensioned such that the mechanical braking torque (TB2 0 ) is 3 to 3.5 times the nominal motor torque while the elevator is stopped.
EP81102639A 1980-04-21 1981-04-08 Starting device for an elevator Expired EP0038966B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT81102639T ATE4189T1 (en) 1980-04-21 1981-04-08 START-UP CONTROL DEVICE FOR AN ELEVATOR.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH3056/80A CH652995A5 (en) 1980-04-21 1980-04-21 LIFT DRIVE WITH START-UP CONTROL.
CH3056/80 1980-04-21

Publications (2)

Publication Number Publication Date
EP0038966A1 true EP0038966A1 (en) 1981-11-04
EP0038966B1 EP0038966B1 (en) 1983-07-20

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EP81102639A Expired EP0038966B1 (en) 1980-04-21 1981-04-08 Starting device for an elevator

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US (1) US4337848A (en)
EP (1) EP0038966B1 (en)
AT (1) ATE4189T1 (en)
BR (1) BR8102382A (en)
CH (1) CH652995A5 (en)
DE (1) DE3160633D1 (en)
EG (1) EG14980A (en)
ES (1) ES8205708A1 (en)
FI (1) FI71537C (en)
GB (1) GB2074802B (en)
HU (1) HU181309B (en)
MX (1) MX150072A (en)
ZA (1) ZA811959B (en)

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EP0433627A2 (en) * 1989-12-20 1991-06-26 Siemens Aktiengesellschaft Method and apparatus to compensate for load of a biased moment position drive at the time of starting
US7740110B2 (en) 2003-11-12 2010-06-22 Kone Corporation Elevator brake and brake control circuit

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JPH0789750B2 (en) * 1986-04-10 1995-09-27 株式会社安川電機 Crane V / F inverter control method
JPH0768016B2 (en) * 1988-12-23 1995-07-26 三菱電機株式会社 AC elevator control device
US5424498A (en) * 1993-03-31 1995-06-13 Otis Elevator Company Elevator start jerk removal
FR2779138B1 (en) * 1998-05-29 2000-07-13 Otis Elevator Co HOPPER-MOUNTED ELEVATOR MACHINE AND METHOD OF OPERATION
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
DE19960903A1 (en) * 1999-12-17 2001-06-28 Lenze Gmbh & Co Kg Aerzen Procedure for starting a hoist under load
US6786304B2 (en) * 2001-04-10 2004-09-07 Mitsubishi Denki Kabushiki Kaisha Guide for elevator
US8672733B2 (en) 2007-02-06 2014-03-18 Nordyne Llc Ventilation airflow rate control
FI120730B (en) * 2008-09-01 2010-02-15 Kone Corp Elevator system and method in connection with the elevator system

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CH294448A (en) * 1951-10-31 1953-11-15 Inventio Ag Braking device on elevators.
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EP0433627A2 (en) * 1989-12-20 1991-06-26 Siemens Aktiengesellschaft Method and apparatus to compensate for load of a biased moment position drive at the time of starting
EP0433627A3 (en) * 1989-12-20 1992-08-12 Siemens Aktiengesellschaft Method and apparatus to compensate for load of a biased moment position drive at the time of starting
US7740110B2 (en) 2003-11-12 2010-06-22 Kone Corporation Elevator brake and brake control circuit

Also Published As

Publication number Publication date
ES501099A0 (en) 1982-06-16
ATE4189T1 (en) 1983-08-15
DE3160633D1 (en) 1983-08-25
GB2074802B (en) 1983-10-19
EG14980A (en) 1989-06-30
ES8205708A1 (en) 1982-06-16
GB2074802A (en) 1981-11-04
BR8102382A (en) 1981-12-22
FI71537C (en) 1987-01-19
ZA811959B (en) 1982-04-28
MX150072A (en) 1984-03-12
FI810811L (en) 1981-10-22
FI71537B (en) 1986-10-10
US4337848A (en) 1982-07-06
HU181309B (en) 1983-07-28
CH652995A5 (en) 1985-12-13
EP0038966B1 (en) 1983-07-20

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