EP0733581A2 - Dispositif de levage avec train de roulement et faible oscillation pendant le freinage - Google Patents

Dispositif de levage avec train de roulement et faible oscillation pendant le freinage Download PDF

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Publication number
EP0733581A2
EP0733581A2 EP96103257A EP96103257A EP0733581A2 EP 0733581 A2 EP0733581 A2 EP 0733581A2 EP 96103257 A EP96103257 A EP 96103257A EP 96103257 A EP96103257 A EP 96103257A EP 0733581 A2 EP0733581 A2 EP 0733581A2
Authority
EP
European Patent Office
Prior art keywords
motor
speed
electric drive
brake
drive according
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
EP96103257A
Other languages
German (de)
English (en)
Other versions
EP0733581B1 (fr
EP0733581A3 (fr
Inventor
Frank Dr. Hellinger
Ari Vaisänen
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.)
R Stahl Foerdertechnik GmbH
Konecranes PLC
Original Assignee
R Stahl Foerdertechnik GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by R Stahl Foerdertechnik GmbH filed Critical R Stahl Foerdertechnik GmbH
Publication of EP0733581A2 publication Critical patent/EP0733581A2/fr
Publication of EP0733581A3 publication Critical patent/EP0733581A3/fr
Application granted granted Critical
Publication of EP0733581B1 publication Critical patent/EP0733581B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66C—CRANES; LOAD-ENGAGING ELEMENTS OR DEVICES FOR CRANES, CAPSTANS, WINCHES, OR TACKLES
    • B66C13/00—Other constructional features or details
    • B66C13/04—Auxiliary devices for controlling movements of suspended loads, or preventing cable slack
    • B66C13/06—Auxiliary devices for controlling movements of suspended loads, or preventing cable slack for minimising or preventing longitudinal or transverse swinging of loads
    • B66C13/063—Auxiliary devices for controlling movements of suspended loads, or preventing cable slack for minimising or preventing longitudinal or transverse swinging of loads electrical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66C—CRANES; LOAD-ENGAGING ELEMENTS OR DEVICES FOR CRANES, CAPSTANS, WINCHES, OR TACKLES
    • B66C13/00—Other constructional features or details
    • B66C13/18—Control systems or devices
    • B66C13/22—Control systems or devices for electric drives
    • B66C13/30—Circuits for braking, traversing, or slewing motors

Definitions

  • the brake when switching from high to low speed, the brake is already operated again in the sense of opening, before the low speed is actually reached, while at the same time the power supply for the motor remains switched off.
  • This measure achieves two things at the same time.
  • First the hardness of the transition from the deceleration phase to the driving phase at the low speed is significantly flattened, in other words, sharp jerky changes in the current driving speed are avoided.
  • Second there is the possibility of the load oscillation induced by braking convert it into propulsion energy of the undercarriage and thus dampen the pendulum energy, provided, of course, the phase position is corresponding. But even if the second option does not apply, because the phase position is unfavorable, at least no additional jerk is generated which reinforces the oscillation in an unfavorable manner.
  • a load oscillation that can be induced by braking can be further avoided if the brake is not activated immediately after switching to the low speed but only after a predetermined delay time, while on the other hand the power supply to the motor is switched off immediately.
  • the running gear is decelerated only by the rolling friction of the running gear on the rail, so that a less pronounced kink changes over to the state with the brake activated or applied.
  • a particularly simple drive is obtained if the motor is a main-circuit universal motor and the current control device contains a phase control for this. In this way, a freewheeling characteristic can be achieved which, in terms of the pendulum damping, has the same effect as a freewheeling in the drive train.
  • FIG. 1 an electric drive 1 for trolleys of hoists is illustrated in a highly schematic manner.
  • the individual electrical and mechanical assemblies are partially illustrated as functional blocks in order to make the essence of the invention more recognizable.
  • the electric drive 1 has a motor 2 in the form of a universal motor with an armature shaft 3, in which the armature and field are electrically connected in series.
  • the motor 2 has a main closing characteristic.
  • Such a motor has no upper speed limit above which it could act as a generator and thus as a brake, provided the polarity between armature and field is not changed.
  • the armature shaft 3 of the motor 2 is non-rotatably coupled to an input shaft 4 of a reduction gear 5, on the output shaft 6 of which one of the wheels 7 of the undercarriage, which runs on a running rail 8, is also rotatably mounted.
  • the shaft 3 of the motor 2 also projects beyond the other side and forms a stub shaft 9 there, on which a brake disc 11 is arranged.
  • the brake disc interacts with a schematically shown braking and actuating device 13.
  • the brake actuation device 13 is tightened by means of springs (not shown further), as a result of which brake members (not shown) contact the brake disk 11 and brake or brake it. With the help of an electromagnet, the braking device 13 can be opened against the action of the springs in order to enable the brake disc 11 to run freely.
  • the braking device 13 has two electrical connecting lines 14 and 15, of which the connecting line 14 connects directly to a mains conductor L1 of a two-phase one AC voltage network is connected, the other phase conductor is designated L2.
  • the other connecting line of the magnet of the braking device 13 is connected to the other phase conductor L2 of the network via a triac 16 or a relay or the like.
  • the triac 16 receives a control signal at its gate from control electronics 17, to the output 18 of which the gate is connected.
  • the motor 2 is also connected to the two phase conductors L1 and L2 in two poles via two lines 19, 21, a further triac 22 being arranged in the connection line 21, which leads to the phase conductor L2. Its gate is connected to an output 23 of a control device 24, which serves to control the triac 22 at a corresponding signal at an input 25 so that the motor 2 runs at a low or a high speed and the motor 2 to this speed is stabilized.
  • a speed sensor 27, for example sensing the output shaft 6, is connected to a further input 26 and emits an electrical signal proportional to the speed of the wheel 7. Because the circumference of the wheel 7 is known, the signal emitted by the sensor 27 also represents the driving speed of the undercarriage.
  • an electronic control 28 preferably based on a microprocessor, with two outputs 29 and 31 is provided.
  • the output 31 is connected to the input 25, while the output 29 leads to an input 32 of the control circuit 17.
  • the speed sensor 27 can also be connected to the electronic control 28.
  • the electronic control 28 is in turn connected to the input side via a multi-core connection 33 Switch group 34 connected, via which it receives its command signals.
  • the switch arrangement 37 can either be a mechanical switch arrangement directly, which is accommodated, for example, in a control bulb of the hoist, or it represents signal states which, in the case of an automatically controlled hoist, reach the electronic control 28 from a higher-level control.
  • control device 24 it is also possible to implement the control device 24 on the same microprocessor with the aid of which the electronic control device 28 is also implemented.
  • the present control essentially involves braking, it is assumed to facilitate understanding of the functional description that only three signal commands can be transferred to the electronic control 28 with the aid of the switch arrangement 34.
  • the first state none of the switches are actuated. This corresponds to the neutral position of the switches.
  • the second state corresponds to driving at low speed and is referred to as "D" in the flowchart according to FIG. 2 described below.
  • the third state corresponds to driving at maximum speed and is named "F" in the flow chart of FIG. 2.
  • the electronic control 28 releases the control device 24 and transmits it At the same time, it provides a reference value for the speed of the output shaft 6 to be reached and to be maintained.
  • the control device 24 now begins to output trigger pulses synchronized with the mains AC voltage at the output 23, as a result of which the triac 22 is periodically fired.
  • the relative position of the trigger pulse to the voltage zero crossing of the mains oscillation defines the current flow angle ⁇ and thus the mean value of the flowing current, on which in turn the speed of the motor 2 is dependent.
  • the current flow angle is adjusted by the control device 24 in such a way that the transmission output shaft 6 and the wheel 7 run at the predetermined speed, regardless of the load.
  • the control circuit 17 Simultaneously with the output of trigger pulses to the triac 22, the control circuit 17 also receives a corresponding release signal at its input 32, with which it also begins to deliver 18 trigger pulses to the triac 16 at its output.
  • the current through the brake release magnet is switched on and the brake device 13 is released against the action of the pretensioning device, so that the brake disc 11 and subsequently also the motor 2 can run freely and unimpeded.
  • the program present in the electronic control has constantly entered the program section shown in FIG. 2 at 35 and has checked at a branch point 36 whether the state "F" is present. Since by definition this driving state was switched on, the check was always true, which immediately left the program at 37 and entered other parts of the program that perform other control tasks. After these control tasks have been processed, the program periodically returns to position 35. The times until re-entry at point 35 are inevitably less than 10 ms because of the synchronization with the mains frequency.
  • the query condition in branch 36 was no longer fulfilled, which is why the program switched to branch 37.
  • the program continues in an instruction block 38 in which a timer is set to a predetermined waiting time.
  • this waiting time is preferably between 0 and 350 ms, but can also be up to 700 ms.
  • the program immediately continues at an instruction block 39.
  • the reference value v soll for the speed to which the control device 24 is to adjust the speed of the engine 2 is set to the same speed v D that corresponds to driving at the low speed.
  • the current flow angle ⁇ for the triac 22 is set to zero in an instruction block 41, which means that the triac 22 receives no trigger pulse in the next line half-wave in the next line half-wave and remains blocked.
  • the timer variable w is reduced in a statement block 42 by a predetermined ⁇ in order to achieve the desired stopwatch function.
  • the electronic control 28 gives the control circuit 17 the command to emit an ignition pulse to the triac 16 so that the brake remains open, as in the previous driving operation.
  • the program after instruction block 43 returns to the input before branch 36 in synchronism with the network.
  • state D remains, that is to say the query at branch point 36 allows the program to continue to branch point 37. Since the branch point 37 is now run through for the second time or the state contained in the previous run was no longer F but D, the timer variable w is no longer reset in block 38, but remains at its value updated in block 42 and that Instead of the instruction block 38, the program goes to a branch 44, at which it is checked whether the state D is present. If this is the case, a subsequent branch 45 queries whether the time variable w for the stopwatch function is still greater than zero and if so, the program now comes to the instruction block 39 which reached from the instruction block 38 during the previous run has been. After execution of instruction block 39 and subsequent instruction blocks 41, 42 and 43, the program returns to the input before branch 36 (for the sake of simplicity, it is assumed that no other program parts pass through between block 43 and return to branch 36) that have something to do with the invention).
  • control circuit 17 has received the command to continue to issue trigger pulses to the triac 16 so that the braking device 13 remains open.
  • the actual speed will be greater than the set speed plus ⁇ when the junction 46 is reached for the first time.
  • the program therefore goes to the instruction block 47.
  • the electronic control 28 gives the control circuit 17 the command, not a trigger pulse to the triac 16 so that the brake release begins to de-energize and the brake can no longer be kept open against the action of the spring.
  • the program again returns to the input before branch 36.
  • the run just described from the branching point 36 to the instruction block 47 is run through many times, which means, on the one hand, that during the runs the brake device 13 is really closed at some point and brakes the brake disk 11 to a significant extent, so that the chassis is significantly decelerated.
  • the speed of the undercarriage will consequently decrease very quickly and after one of the runs the condition v ist > v soll + ⁇ will no longer be fulfilled.
  • the program no longer goes to instruction block 47, but to branch point 48 and checks whether the actual speed has now dropped below the target speed. If this is not the case, the program again instructs the control circuit 17 at an instruction block 49 to in future issue trigger pulses for the triac 16.
  • the program continues at the branch point 48 via the instruction block 49 until it is determined with the aid of the sensor 27 that the limit value for the low speed has been undershot. From this point on, the program leaves the branch point 48 via the instruction block 51, at which the current flow angle ⁇ is set to a non-zero, predetermined value. This fixed, predetermined value is smaller than the current flow angle that is necessary based on empirical tests so that the running gear runs at the low setpoint speed.
  • variable the checking of which is not shown in the program shown, is set such that the program shown in FIG. 2 is only run through again when either the state "D" disappears and the state “F” does not exist either. or if the state "D" returns after switching to the state "F".
  • the behavior of the program should also be explained in the event that the user wants to stop immediately from the fast speed, that is to say neither the "F” state nor the "D” state is present. Under these circumstances, the program goes to an instruction block 52 at the branching point 44, which causes the current flow angle ⁇ to be set to zero, corresponding to keeping the triac 22 blocked to interrupt their triac 16 so that the brake can apply.
  • the described electric drive can also be modified in such a way that after the change from "F" to "D", the query 46 is passed to query 46 immediately after query 44 and the instruction blocks 39 and 41 described follow the instruction block 47.
  • the advantage of the time sequence described is that at least at the end of the braking phase there is a slight deceleration, so that the transition from braking to driving at constant speed is less jerky. Because each jerk causes the suspended load to oscillate, the pendulum movement is correspondingly lower when the jerk is reduced.
  • the arrangement has the advantage that after braking with the brake applied, there is a free-running phase which corresponds to an open brake, but to a de-energized motor 2, so that there is the possibility of using pendulum energy to propel the undercarriage in order to dampen the oscillation, provided, of course, that there is a favorable phase position of the oscillation at the point of switching to free-wheel operation.
  • the reactivation of the triac 22 with a relatively large current flow angle ⁇ prevents the driving speed from dropping unnecessarily, which occurs when an integral controller is present in the regulating device 24 to stabilize the driving speed.
  • These integral controllers have a relatively high time constant and it would be too long without the switchover to the predetermined phase angle before the integral controller generates a current flow angle for the triac 22, in which a sufficient propulsion energy can come from the motor 2.
  • the current flow angle ⁇ with which the control for the motor 2 is switched on again, is greater than the current flow angle which is necessary to make the motor 2 run at a speed which is greater than the desired slow speed, the would Extend braking distance unnecessarily, which makes positioning the chassis unnecessarily difficult for the user.
  • the system reacts sluggishly to the driving commands given by the driver.
  • An electric drive for the hoist of a hoist contains a controller which controls the switching on of the mechanical brake and the switching on and off of the motor current. It is provided that when switching from the rapid rapid speed to the slow maneuvering speed, the mechanical brake is already opened before the slow maneuvering speed is completely reached or undercut. During this phase, the running gear is only decelerated with the internal friction and rolling friction on the rail in order to induce no or no additional load oscillation.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Braking Arrangements (AREA)
  • Control And Safety Of Cranes (AREA)
  • Stopping Of Electric Motors (AREA)
  • Control Of Ac Motors In General (AREA)
  • Cage And Drive Apparatuses For Elevators (AREA)
EP96103257A 1995-03-24 1996-03-02 Dispositif de levage avec train de roulement et faible oscillation pendant le freinage Expired - Lifetime EP0733581B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19510786 1995-03-24
DE19510786A DE19510786C2 (de) 1995-03-24 1995-03-24 Hebezeug mit Fahrwerk und geringer Pendelung beim Bremsen

Publications (3)

Publication Number Publication Date
EP0733581A2 true EP0733581A2 (fr) 1996-09-25
EP0733581A3 EP0733581A3 (fr) 1997-11-26
EP0733581B1 EP0733581B1 (fr) 2002-08-07

Family

ID=7757613

Family Applications (1)

Application Number Title Priority Date Filing Date
EP96103257A Expired - Lifetime EP0733581B1 (fr) 1995-03-24 1996-03-02 Dispositif de levage avec train de roulement et faible oscillation pendant le freinage

Country Status (5)

Country Link
US (1) US5751126A (fr)
EP (1) EP0733581B1 (fr)
JP (1) JPH08268684A (fr)
AT (1) ATE221852T1 (fr)
DE (2) DE19510786C2 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015001184A1 (fr) * 2013-07-01 2015-01-08 Cargotec Finland Oy Procédé, système et produit de programme informatique pour commander le freinage d'une machine montée pour se déplacer sur des rails
CN105217455A (zh) * 2015-10-26 2016-01-06 扬中市三环电热科技有限公司 一种半自动加粉机用提升装置

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DE10333276A1 (de) * 2003-07-22 2005-02-17 Elektro-Mechanik Gmbh Verfahren und Vorrichtung zum Steuern von Krananlagen
JP2005054843A (ja) * 2003-08-01 2005-03-03 Fanuc Ltd ブレーキ装置
WO2006093487A1 (fr) * 2005-02-25 2006-09-08 Otis Elevator Company Dispositif de mesure de couple de freinage de moteur d’ascenseur
US8331067B2 (en) * 2007-02-09 2012-12-11 Ephaugh, Inc. Method and apparatus for moving material
US7795747B2 (en) * 2007-02-09 2010-09-14 Ephaugh, Inc. Method and apparatus for moving material
US7791856B2 (en) * 2007-02-09 2010-09-07 Ephaugh, Inc. Method and apparatus for moving material
KR100919857B1 (ko) * 2007-09-18 2009-09-30 오티스 엘리베이터 컴파니 엘리베이터 모터 브레이크 토크 측정 디바이스
DE102012009367B4 (de) * 2011-12-23 2026-02-19 Volkswagen Aktiengesellschaft Laufwagen mit einem Bremsmodul für einen Schwerkraft-Hängeförderer
CN105293100B (zh) * 2015-10-26 2017-10-20 闳诚科技有限公司 一种半自动加粉机
US10363938B2 (en) * 2016-11-07 2019-07-30 Nio Usa, Inc. Authentication using electromagnet signal detection
CN110077983B (zh) * 2019-05-16 2020-12-01 南通中尧特雷卡电梯产品有限公司 一种马达松闸工具
CN112277652B (zh) * 2020-11-03 2022-07-08 中车青岛四方机车车辆股份有限公司 一种紧急制动电路、方法及一种轨道车辆
DE202022100474U1 (de) 2022-01-27 2023-05-09 Dellner Bubenzer Germany Gmbh Bremssystem für ein Schienenfahrwerk eines Umschlagmittels

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015001184A1 (fr) * 2013-07-01 2015-01-08 Cargotec Finland Oy Procédé, système et produit de programme informatique pour commander le freinage d'une machine montée pour se déplacer sur des rails
CN105473490A (zh) * 2013-07-01 2016-04-06 卡哥特科芬兰有限公司 控制被安装为在轨道上移动的机器的制动的方法、系统和计算机程序产品
US10227011B2 (en) 2013-07-01 2019-03-12 Cargotec Finland Oy Method, system and computer program product for controlling braking of a machine mounted for movement on rails
CN105217455A (zh) * 2015-10-26 2016-01-06 扬中市三环电热科技有限公司 一种半自动加粉机用提升装置

Also Published As

Publication number Publication date
DE19510786A1 (de) 1996-09-26
EP0733581B1 (fr) 2002-08-07
JPH08268684A (ja) 1996-10-15
ATE221852T1 (de) 2002-08-15
EP0733581A3 (fr) 1997-11-26
US5751126A (en) 1998-05-12
DE59609523D1 (de) 2002-09-12
DE19510786C2 (de) 1997-04-10

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