Band-type brake control circuit and lifting equipment

Abstract

The utility model discloses a band-type brake control circuit and lifting equipment, which comprises a rectifier module, a band-type brake conversion module, an electronic switch, a change-over switch, a mains supply detection module, a bidirectional DC-DC conversion module, a storage battery and an electronic safety controller. And the band-type brake is powered off to brake. A contact switch in a power supply loop of the band-type brake is replaced by the electronic switch, and the electronic switch is controlled by the electronic safety controller, so that the problems that the safety loop is disconnected, the contact switch of the contactor cannot be disconnected due to adhesion, the band-type brake cannot brake, and safety accidents are caused are solved, the safety is improved, and meanwhile, the service life of the band-type brake is prolonged. Noise caused by frequent action of the contact switch is avoided, and user experience is improved.

Description

Technical Field

[0001] The utility model relates to a brake control technology, in particular to a brake control circuit and a lifting device. Background Art

[0002] In order to ensure the safety of lifting equipment (such as elevators), normal or emergency stops of the elevator are achieved by disconnecting the power supply of the motor of the traction car and by disconnecting the power supply of the holding brake, that is, the motor stops running and the holding brake is engaged to jointly ensure the safety of the elevator's stop.

[0003] The power supply to the motor and the brake is cut off mainly by the contactor. The contactor contact switch is connected in series to the power supply circuit of the motor and the brake, and the coil is connected in series to the safety circuit (usually composed of a series of electrical safety switches connected in series). When the safety circuit is disconnected, the contactor coil will lose power, and the contactor contact switch will be disconnected, causing the motor and the brake to lose power.

[0004] In the prior art, there is a technical solution that supplies power to the brake after the city power is rectified, and the battery is charged through a bidirectional converter. When the city power is abnormal, the battery power is converted by a bidirectional converter to supply power to the brake. However, the contact switch of the contactor is an electromechanical component, and its breaking capacity and breaking times are limited. Frequent large current cutting will reduce its breaking capacity and service life, and even cause the contact switch to stick. If the safety switch is triggered and the safety circuit is disconnected, but the contact switch of the contactor cannot be disconnected due to adhesion, the brake will not be able to achieve the brake, which will lead to a safety accident. Utility Model Content

[0005] The utility model provides a brake control circuit and a lifting device, which can improve safety and enhance user experience.

[0006] In a first aspect, the utility model provides a brake control circuit, comprising:

[0007] A rectifier module, the rectifier module is connected to the mains and is used to rectify the mains voltage;

[0008] A brake conversion module, which is connected to the rectifier module and is used to convert the voltage output by the rectifier module into a working voltage required by the brake;

[0009] An electronic switch, wherein the electronic switch is connected in series between the brake conversion module and the brake;

[0010] A switching switch, wherein the switching switch is connected to the rectifier module;

[0011] A mains power detection module, the mains power detection module is connected to the mains power, and the mains power detection module is connected to the switch;

[0012] A bidirectional DC-DC conversion module, wherein the switch is connected in series between the rectifier module and the bidirectional DC-DC conversion module, the bidirectional DC-DC conversion module is connected to the mains detection module, and the bidirectional DC-DC conversion module is connected to the holding brake;

[0013] A battery, the battery is connected to the bidirectional DC-DC conversion module, the mains detection module is used to control the switch to disconnect when the mains abnormality is detected, and the bidirectional DC-DC conversion module converts the voltage output by the battery into the working voltage required by the holding brake;

[0014] An electronic safety controller, wherein the electronic safety controller is respectively connected to the brake conversion module and the electronic switch, and the brake conversion module converts the voltage output by the rectifier module into the voltage required by the brake under the control of the electronic safety controller, and controls the electronic switch to be disconnected when the safety circuit is disconnected, so that the brake is engaged.

[0015] Optionally, the bidirectional DC-DC conversion module is also connected to the elevator car position detection module. When an abnormality in the mains power is detected, the bidirectional DC-DC conversion module stops working when the car position detection module detects that the car is level, causing the brake to engage.

[0016] Optionally, the electronic safety controller is connected to the safety circuit, and the electronic safety controller draws power from the safety circuit.

[0017] Optionally, the brake control circuit further includes a DC-DC conversion module, and the DC-DC conversion module is connected to the bidirectional DC-DC conversion module and the battery respectively.

[0018] Optionally, the brake control circuit further includes an optocoupler, and the AC power detection module is connected to the switch and the bidirectional DC-DC conversion module via the optocoupler.

[0019] Optionally, the brake control circuit includes two electronic safety controllers, namely a first electronic safety controller and a second electronic safety controller, the first electronic safety controller is connected to the brake conversion module, the second electronic safety controller is connected to the electronic switch, and the first electronic safety controller and the second electronic safety controller are communicatively connected.

[0020] Optionally, the brake conversion module includes a non-isolated buck unit, and the non-isolated buck unit includes a first control switch, a second control switch and a first inductor;

[0021] The positive output end of the rectifier module is connected to one end of the electromagnetic coil of the holding brake through the first control switch, the first inductor, and the first electronic switch in sequence, the negative output end of the rectifier module is connected to the other end of the electromagnetic coil through the second electronic switch, the end of the first inductor connected to the first control switch is connected to the negative output end of the rectifier module through the second control switch, the control ends of the first control switch and the second control switch are connected to the electronic safety controller, and the electronic safety controller is connected to the elevator control system.

[0022] Optionally, the bidirectional DC-DC conversion module includes a non-isolated buck-boost unit, and the non-isolated buck-boost unit includes a third control switch, a fourth control switch, a second inductor and a non-electronic safety controller;

[0023] The positive output end of the switching switch is connected to the positive electrode of the battery through the third control switch and the second inductor in sequence, the negative output end of the switching switch is connected to the negative electrode of the battery, one end of the second inductor connected to the third control switch is connected to the negative electrode of the battery through the fourth control switch, and the control ends of the third control switch and the fourth control switch are connected to the non-electronic safety controller.

[0024] Optionally, the brake conversion module includes an isolated step-down unit, which includes a first transformer, a first inverter bridge composed of four control switches and a first secondary rectifier bridge composed of diodes, the input end of the first inverter bridge is connected to the output end of the rectifier module, the output end of the first inverter bridge is connected to the primary winding of the first transformer, the secondary winding of the first transformer is connected to the electromagnetic coil of the brake through the first secondary rectifier bridge and the electronic switch, the control ends of the four control switches of the first inverter bridge are connected to the electronic safety controller, and the electronic safety controller is connected to the elevator control system.

[0025] Optionally, the bidirectional DC-DC conversion module includes an isolated buck-boost unit, which includes a second transformer, a second inverter bridge composed of four control switches, a second secondary rectifier bridge composed of four control switches and a non-electronic safety controller, the primary winding of the second transformer is connected to the battery through the second inverter bridge, the secondary winding of the second transformer is respectively connected to the switching switch and the electromagnetic coil of the holding brake through the second secondary rectifier bridge, and the control end of the control switch in the second inverter bridge and the control end of the control switch in the second secondary rectifier bridge are both connected to the non-electronic safety controller.

[0026] In a second aspect, an embodiment of the utility model further provides a lifting device, comprising a brake control circuit as provided in the first aspect of the utility model.

[0027] The utility model provides a brake control circuit, comprising a rectifier module, a brake conversion module, an electronic switch, a switching switch, a mains detection module, a bidirectional DC-DC conversion module, a battery and an electronic safety controller, wherein the rectifier module is connected to the mains, the brake conversion module is connected to the rectifier module, the electronic switch is connected in series between the brake conversion module and the brake, the switching switch is connected to the rectifier module, the mains detection module is connected to the mains and the switching switch, the switching switch is connected in series between the rectifier module and the bidirectional DC-DC conversion module, the bidirectional DC-DC conversion module is connected to the mains detection module, the bidirectional DC-DC conversion module is also connected to the brake, the battery is connected to the bidirectional DC-DC conversion module, and the electronic safety controller is respectively connected to the brake conversion module and the electronic switch, and when the electrical safety switch is triggered to cause the safety circuit to be disconnected, the electronic safety controller controls the electronic switch to be disconnected, so that the brake loses power and brakes. The contact switch in the power supply circuit of the holding brake is replaced with an electronic switch, and the electronic switch is controlled by the electronic safety controller to avoid the safety circuit being disconnected. However, the contact switch of the contactor cannot be disconnected due to adhesion, and the holding brake cannot be engaged, resulting in safety accidents. This improves safety and, at the same time, avoids the noise caused by frequent operation of the contact switch, thereby improving the user experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] The utility model is further described in detail below based on the drawings and embodiments.

[0029] Figure 1 A schematic diagram of the structure of a brake control circuit provided by an embodiment of the utility model;

[0030] Figure 2 A partial circuit diagram of a non-isolated brake control circuit provided by an embodiment of the utility model;

[0031] Figure 3A partial circuit diagram of another non-isolated brake control circuit provided by an embodiment of the utility model;

[0032] Figure 4 A partial circuit diagram of an isolated brake control circuit provided by an embodiment of the utility model;

[0033] Figure 5 A partial circuit diagram of another non-isolated brake control circuit provided in an embodiment of the utility model. DETAILED DESCRIPTION

[0034] In order to make the technical problems solved by the utility model, the technical solutions adopted and the technical effects achieved clearer, the technical solutions of the embodiments of the utility model will be further described in detail below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments of the utility model, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the utility model.

[0035] In the description of the present invention, unless otherwise clearly specified and limited, the terms "connected", "connected", and "fixed" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0036] In the present utility model, unless otherwise clearly stipulated and limited, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or may include the first and second features not being in direct contact but being in contact through another feature between them. Moreover, the first feature being "above", "above" and "above" the second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. The first feature being "below", "below" and "below" the second feature includes the first feature being directly below and obliquely below the second feature, or simply means that the first feature is lower in level than the second feature. In addition, the terms "first" and "second" are only used to distinguish in description and have no special meaning.

[0037] Figure 1 A schematic diagram of a brake control circuit provided by an embodiment of the utility model is shown in FIG. Figure 1 As shown, the brake control circuit includes:

[0038] The rectifier module 101 is connected to the mains and is used to rectify the mains voltage.

[0039] The brake conversion module 102 is connected to the rectifier module 101 and is used to convert the voltage output by the rectifier module 101 into the working voltage required by the brake 103 .

[0040] The electronic switch 104 is connected in series between the brake conversion module 102 and the brake 103 .

[0041] The switch 105 is switched and connected to the rectifier module 101 .

[0042] The mains power detection module 106 is connected to the mains power and is connected to the switch 105 .

[0043] The bidirectional DC-DC conversion module 107 , the switch 105 is connected in series between the rectifier module 101 and the bidirectional DC-DC conversion module 107 , the bidirectional DC-DC conversion module 107 is connected to the AC power detection module 106 , and the bidirectional DC-DC conversion module 107 is also connected to the holding brake 103 .

[0044] The battery 108 is connected to the bidirectional DC-DC conversion module 107. The AC power detection module 106 is used to control the switching switch 105 to disconnect when an abnormal AC power is detected. The bidirectional DC-DC conversion module 107 converts the voltage output by the battery 108 into the working voltage required by the holding brake 103.

[0045] The electronic safety controller 109 is connected to the brake conversion module 102 and the electronic switch 104 respectively. Under the control of the electronic safety controller 109, the brake conversion module 102 converts the voltage output by the rectifier module 101 into the voltage required by the brake 103, and controls the electronic switch 104 to be disconnected when the safety circuit 110 is disconnected, so that the brake 103 is engaged.

[0046] For example, Figure 1 As shown, Figure 1 The solid line is the power supply path, and the dotted line is the signal transmission path. The mains detection module 106 can detect whether the mains voltage is normal, such as detecting whether a voltage signal with a preset voltage value is sampled from the mains input terminal. If so, the mains is determined to be normal, otherwise it is determined to be abnormal.

[0047] When the AC power detection module 106 detects that the AC power is normal, the brake conversion module 102 operates to maintain the driving brake 103 in a released state. The AC power detection module 106 drives the switching switch 105 to close and triggers the bidirectional DC-DC conversion module 107 to operate to charge the battery 108.

[0048] When the mains detection module 106 detects that the mains is abnormal, the brake conversion module 102 stops working, and the brake 103 loses power and brakes, so as to prevent the elevator car from falling rapidly when the mains is abnormal. The mains detection module 106 drives the switching switch 105 to disconnect and triggers the bidirectional DC-DC conversion module 107 to work, converting the DC power output by the battery 108 into the working voltage required by the brake 103, providing emergency power for the brake 103, and re-energizing the brake 103 when it loses power. When the elevator car is leveled, the bidirectional DC-DC conversion module 107 is triggered to stop working, and the brake 103 loses power and brakes, so that the elevator car can be braked when it slides to the leveling position, which is convenient for rescue personnel to perform rescue on the leveling floor.

[0049] When the electrical safety switch (for example, the limit switch, the overspeed switch) is triggered, causing the safety circuit to be disconnected 110, the electronic safety controller 109 controls the electronic switch 104 to be disconnected, so that the brake 103 loses power and brakes. The contact switch in the power supply circuit of the brake 103 is replaced with the electronic switch 104, and the electronic switch 104 is controlled by the electronic safety controller 109 to avoid the problem that the safety circuit 110 is disconnected, but the contact switch of the contactor cannot be disconnected due to adhesion, and the brake 103 cannot be braked, resulting in a safety accident, thereby improving safety. In addition, the contact switch in the power supply circuit of the brake 103 is replaced with the electronic switch 104 to avoid the noise caused by the frequent operation of the contact switch, thereby improving the user experience.

[0050] The brake control circuit provided by the embodiment of the utility model includes a rectifier module, a brake conversion module, an electronic switch, a switching switch, a mains detection module, a bidirectional DC-DC conversion module, a battery and an electronic safety controller, wherein the rectifier module is connected to the mains, the brake conversion module is connected to the rectifier module, the electronic switch is connected in series between the brake conversion module and the brake brake, the switching switch is connected to the rectifier module, the mains detection module is connected to the mains and the switching switch, the switching switch is connected in series between the rectifier module and the bidirectional DC-DC conversion module, the bidirectional DC-DC conversion module is connected to the mains detection module, the bidirectional DC-DC conversion module is also connected to the brake brake, the battery is connected to the bidirectional DC-DC conversion module, and the electronic safety controller is respectively connected to the brake conversion module and the electronic switch. When the electrical safety switch is triggered, resulting in the disconnection of the safety circuit, the electronic safety controller controls the electronic switch to disconnect, so that the brake brake loses power and brakes. The contact switch in the power supply circuit of the holding brake is replaced with an electronic switch, and the electronic switch is controlled by the electronic safety controller to avoid the safety circuit being disconnected. However, the contact switch of the contactor cannot be disconnected due to adhesion, and the holding brake cannot be engaged, resulting in safety accidents. This improves safety and, at the same time, avoids the noise caused by frequent operation of the contact switch, thereby improving the user experience.

[0051] In some embodiments of the present invention, Figure 1 As shown, the bidirectional DC-DC conversion module 107 is also connected to the elevator car position detection module, and the car position detection module can be a sensor that outputs a leveling signal when the elevator car is leveled. When the mains power is normal, the car position detection module outputs a leveling signal to the elevator control system when the car is leveled. The elevator control system is connected to the electronic safety controller 109, and the leveling signal is forwarded to the electronic safety controller 109. The electronic safety controller 109 controls the brake conversion module 102 to stop working, so that the brake 103 loses power and brakes. When the car needs to move again, the elevator control system will send an instruction to the electronic safety controller 109, and the electronic safety controller 109 controls the brake conversion module 102 to work again, so that the brake 103 is powered on and released. When the mains power detection module 106 detects that the mains power is abnormal, the brake conversion module 102 stops working, and the brake 103 loses power and brakes, so as to avoid the elevator car from falling rapidly when the mains power is abnormal. The mains detection module 106 drives the switch 105 to disconnect, triggers the bidirectional DC-DC conversion module 107 to work, converts the DC power output by the battery 108 into the working voltage required by the brake 103, provides emergency power for the brake 103, and re-energizes the brake 103 when it loses power. When the car position detection module detects that the car is level, it triggers the bidirectional DC-DC conversion module 107 to stop working, and the brake 103 loses power and brakes, so that the elevator car can be braked when it slides to the leveling position, which is convenient for rescue personnel to perform rescue at the leveling floor.

[0052] In some embodiments of the present invention, Figure 1 As shown, the electronic safety controller 109 is connected to the safety circuit 110, and the electronic safety controller 109 draws power from the safety circuit 110. When the safety circuit 110 is disconnected, the electronic safety controller 109 immediately loses power and stops working, so that the brake 103 loses power and brakes, further improving safety.

[0053] In some embodiments of the present invention, Figure 1 As shown, the brake control circuit also includes a DC-DC conversion module 111, which is connected to the bidirectional DC-DC conversion module 107 and the battery 108 respectively. When the mains power is normal, the DC-DC conversion module 111 converts the high-voltage direct current output by the bidirectional DC-DC conversion module 107 into low-voltage power to power the low-voltage equipment in the elevator (for example, a buzzer, a car position detection module, etc.). When the mains power is abnormal, the DC-DC conversion module 111 converts the high-voltage direct current output by the battery 108 into low-voltage power to power the low-voltage equipment in the elevator.

[0054] In some embodiments of the present invention, Figure 1 As shown, the brake control circuit also includes an optical coupler 112, and the mains detection module 106 is connected to the switch 105 and the bidirectional DC-DC conversion module 107 via the optical coupler 112. The noise signal in the mains can be isolated by the optical coupler 112, so that the control signal output by the mains detection module 106 is more accurate, and the noise signal in the mains is prevented from falsely triggering the switch 105 and the bidirectional DC-DC conversion module 107.

[0055] In some embodiments of the present invention, Figure 1 As shown, the DC-DC conversion module 111 is also connected to a buzzer and a reset switch. Exemplarily, the power supply end of the buzzer is connected to the output end of the DC-DC conversion module 111, and the output end of the reset switch is connected to the control end of the DC-DC conversion module 111. The DC-DC conversion module 111 stops working when it receives the reset signal of the reset switch, that is, when the car position detection module outputs a leveling signal, the DC-DC conversion module 111 supplies power to the buzzer to drive the buzzer to broadcast the sound, prompting the people in the car that the car has reached the leveling position and the rescuers of the car's leveling floor. After the rescuers enter the car from the leveling floor, the rescuers press the reset switch to trigger the DC-DC conversion module 111 to stop working, so as to avoid the battery 108 from being over-discharged and damaged by the battery 108 due to the long-term power supply of the buzzer and the position detection module through the DC-DC conversion module 111.

[0056] Figure 2A partial circuit diagram of a non-isolated brake control circuit provided by an embodiment of the utility model is provided. This embodiment further describes the brake conversion module and the bidirectional DC-DC conversion module based on the above-mentioned embodiment. Figure 2 As shown, the brake conversion module includes a non-isolated buck unit, and the non-isolated buck unit includes a first control switch Q1, a second control switch Q2 and a first inductor L1. The positive output end of the rectifier module 101 is connected to one end of the electromagnetic coil of the brake 103 through the first control switch Q1, the first inductor L1 and the first electronic switch K1 in sequence, the negative output end of the rectifier module 101 is connected to the other end of the electromagnetic coil through the second electronic switch K2, the end of the first inductor L1 connected to the first control switch Q1 is connected to the negative output end of the rectifier module 101 through the second control switch Q2, the control ends of the first control switch Q1 and the second control switch Q2 are connected to the electronic safety controller 109, and the electronic safety controller 109 is connected to the elevator control system.

[0057] The bidirectional DC-DC conversion module 107 includes a non-isolated buck-boost unit, which includes a third control switch Q3, a fourth control switch Q4, a second inductor L2, and a non-electronic safety controller U1. The positive output end of the switch 105 is connected to the positive electrode of the battery 108 through the third control switch Q3 and the second inductor L2 in sequence, the negative output end of the switch 105 is connected to the negative electrode of the battery 108, the end of the second inductor L2 connected to the third control switch Q3 is connected to the negative electrode of the battery 108 through the fourth control switch Q4, and the control ends of the third control switch Q3 and the fourth control switch Q4 are connected to the non-electronic safety controller U1.

[0058] For example, Figure 2 As shown, when the mains power is normal, the electronic safety controller 109 controls the first control switch Q1 and the second control switch Q2 to work when receiving a normal mains power signal (for example, receiving a normal mains power signal from the elevator control system), such as controlling the first control switch Q1 and the second control switch Q2 to switch on and off according to a preset duty cycle, converting the DC power output by the rectifier module 101 into the DC power required for the brake 103 to work, supplying power to the brake 103, and releasing the brake 103, so that the elevator can operate normally. When the electronic safety controller 109 receives an abnormal mains power signal, the first control switch Q1 and the second control switch Q2 are controlled to be turned off, and the brake 103 is stopped from being supplied with power, so that the brake 103 is engaged, so as to avoid the elevator car from falling rapidly when the mains power is lost.

[0059] When the mains power detection module 106 detects that the mains power is normal, the switching switch 105 is driven to close. When the non-electronic safety controller U1 receives the signal that the mains power is normal, it controls the third control switch Q3 and the fourth control switch Q4 to switch on and off according to the preset duty cycle, and the DC power output by the rectifier module 101 through the switching switch 105 is stepped down to charge the battery 108 and supply power to the DC-DC conversion module 111. When the mains power is abnormal, the non-electronic safety controller U1 controls the switching switch 105 to be disconnected, and the battery 108 supplies power to the DC-DC conversion module 111 and supplies power to the brake 103 after boosting through the bidirectional DC-DC conversion module 107. The brake 103 is released and the elevator car moves slowly. When the non-electronic safety controller U1 receives the leveling signal output by the car position detection module, it controls the third control switch Q3 and the fourth control switch Q4 to be turned off, stops supplying power to the brake 103, and the brake 103 is engaged, so that the elevator car is engaged after leveling, so that the rescue personnel can perform emergency rescue.

[0060] Figure 3 A partial circuit diagram of another non-isolated brake control circuit provided by an embodiment of the utility model. Figure 2 The difference of the embodiment shown is that it includes two electronic safety controllers, namely the first electronic safety controller 1091 and the second electronic safety controller 1092, wherein the first electronic safety controller 1091 is connected to the brake conversion module 102, illustratively, the first electronic safety controller 1091 is connected to the control end of the first control switch Q1 and the second control switch Q2, the second electronic safety controller 1092 is connected to the control end of the electronic switch K1 and the electronic switch K2, and the first electronic safety controller 1091 and the second electronic safety controller 1092 are connected through optical fiber signal communication. Similarly, the first electronic safety controller 1091 and the second electronic safety controller 1092 both draw power from the safety circuit. The first electronic safety controller 1091 and the second electronic safety controller 1092 can be interlocked. When one of the electronic safety controllers fails, the other electronic safety controller immediately stops working to achieve emergency braking and improve safety. In addition, both electronic safety controllers can receive extremely large abnormal signals (i.e., interrupt signals with the highest priority, such as emergency stop signals or speed limit abnormal signals, etc.). When the electronic safety controllers receive extremely large abnormal signals, they stop working at the same time and block the brake conversion module and the brake power supply circuit. Specifically, the package of the electronic safety controller is composed of a nested wave-generating chip and an enabling chip. The wave-generating chip is used to send control signals to control the brake conversion module 102 and the electronic switch. The enabling chip can independently control the electronic safety of each part. In the event of a system-level extremely large abnormal signal, the signal can block the enable of all electronic safety controllers to ensure that the safety level of the brake is at the highest level.

[0061] Figure 4 A partial circuit diagram of an isolated brake control circuit provided by an embodiment of the utility model is provided. This embodiment further describes the brake conversion module and the bidirectional DC-DC conversion module based on the above-mentioned embodiment. Figure 4 As shown, the brake conversion module includes an isolated buck unit, which includes a first transformer T1, a first inverter bridge 1021 composed of four control switches, and a first secondary rectifier bridge 1022 composed of diodes. The input end of the first inverter bridge 1021 is connected to the output end of the rectifier module 101, the output end of the first inverter bridge 1021 is connected to the primary winding of the first transformer T1, the secondary winding of the first transformer T1 is connected to the electromagnetic coil of the brake 103 through the first secondary rectifier bridge 1022 and the electronic switch 104, the control ends of the four control switches of the first inverter bridge 1021 are connected to the electronic safety controller 109, and the electronic safety controller 109 is connected to the elevator control system.

[0062] The bidirectional DC-DC conversion module 107 includes an isolated buck-boost unit, which includes a second transformer T2, a second inverter bridge 1071 composed of four control switches, a second secondary rectifier bridge 1072 composed of four control switches, and a non-electronic safety controller U2. The primary winding of the second transformer T1 is connected to the battery 108 through the second inverter bridge 1071, and the secondary winding of the second transformer T2 is respectively connected to the switching switch 105 and the electromagnetic coil of the holding brake 103 through the second secondary rectifier bridge 1072. The control end of the control switch in the second inverter bridge 1071 and the control end of the control switch in the second secondary rectifier bridge 1072 are both connected to the non-electronic safety controller U2.

[0063] For example, Figure 3 As shown, when the mains is normal, the electronic safety controller 109 controls the first inverter bridge 1021 and the first secondary rectifier bridge 1022 to work when receiving a normal mains signal (such as receiving a normal mains signal from the elevator control system), converts the DC output by the rectifier module 101 into the DC required for the brake 103 to work, supplies power to the brake 103, and releases the brake 103, so that the elevator can operate normally. When the electronic safety controller 109 receives an abnormal mains signal, it controls the first inverter bridge 1021 and the first secondary rectifier bridge 1022 to stop working, stops supplying power to the brake 103, and the brake 103 is engaged, so as to avoid the elevator car from falling rapidly when the mains fails.

[0064] When the mains detection module 106 detects that the mains is normal, it drives the switch 105 to close. When the non-electronic safety controller U1 receives a signal that the mains is normal, it controls the second inverter bridge 1071 and the second secondary rectifier bridge 1072 to work, and the DC power output by the rectifier module 101 through the switch 105 is stepped down to charge the battery 108 and supply power to the DC-DC conversion module 111. When the mains is abnormal, the non-electronic safety controller U1 controls the switch 105 to be disconnected, and the battery 108 supplies power to the DC-DC conversion module 111 and supplies power to the holding brake 103 after boosting the voltage through the bidirectional DC-DC conversion module 107. The holding brake 103 is released, and the elevator car moves slowly. When receiving the leveling signal output by the car position detection module, the non-electronic safety controller U1 controls the second inverter bridge 1071 and the second secondary rectifier bridge 1072 to stop working, stop supplying power to the holding brake 103, and the holding brake 103 is engaged, so that the elevator car can be leveled and the brake can be engaged to facilitate emergency rescue by rescue personnel.

[0065] Figure 5 A partial circuit diagram of another non-isolated brake control circuit provided by an embodiment of the utility model. Figure 4 The difference of the embodiment shown is that it includes two electronic safety controllers, namely the first electronic safety controller 1091 and the second electronic safety controller 1092, wherein the first electronic safety controller 1091 is connected to the brake conversion module 102, illustratively, the first electronic safety controller 1091 is connected to the control end of the first control switch Q1 and the second control switch Q2, the second electronic safety controller 1092 is connected to the control end of the electronic switch K1 and the electronic switch K2, and the first electronic safety controller 1091 and the second electronic safety controller 1092 are connected through optical fiber signal communication. Similarly, the first electronic safety controller 1091 and the second electronic safety controller 1092 both draw power from the safety circuit. The first electronic safety controller 1091 and the second electronic safety controller 1092 can be interlocked. When one of the electronic safety controllers fails, the other electronic safety controller immediately stops working to achieve emergency braking and improve safety. In addition, both electronic safety controllers can receive extremely large abnormal signals (i.e., interrupt signals with the highest priority, such as emergency stop signals or speed limit abnormal signals, etc.). When the electronic safety controllers receive extremely large abnormal signals, they stop working at the same time and block the brake conversion module and the brake power supply circuit. Specifically, the package of the electronic safety controller is composed of a nested wave-generating chip and an enabling chip. The wave-generating chip is used to send control signals to control the brake conversion module 102 and the electronic switch. The enabling chip can independently control the electronic safety of each part. In the event of a system-level extremely large abnormal signal, the signal can block the enable of all electronic safety controllers to ensure that the safety level of the brake is at the highest level.

[0066] The embodiment of the utility model further provides a lifting device, which may be an elevator. The elevator includes any brake control circuit described in the first embodiment, and has the same effect as the aforementioned embodiment. The embodiment of the utility model will not be described in detail here.

[0067] In the description of this article, it is necessary to understand that the terms "up", "down", "left", "right", and other orientations or positional relationships are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of description and simplification of operation, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0068] In the description of this specification, the description with reference to the terms "an embodiment", "example", etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example.

[0069] In addition, it should be understood that although this specification is described according to implementation methods, not every implementation method contains only one independent technical solution. This narrative method of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment may also be appropriately combined to form other implementation methods that can be understood by those skilled in the art.

[0070] The technical principle of the present invention is described above in combination with specific embodiments. These descriptions are only for explaining the principle of the present invention and cannot be interpreted as limiting the protection scope of the present invention in any way. Based on the explanations here, technicians in this field can think of other specific implementation methods of the present invention without creative work, and these methods will fall within the protection scope of the present invention.

Claims

1. A brake control circuit, characterized in that: include: A rectifier module, the rectifier module is connected to the mains and is used to rectify the mains voltage; A brake conversion module, which is connected to the rectifier module and is used to convert the voltage output by the rectifier module into a working voltage required by the brake; An electronic switch, wherein the electronic switch is connected in series between the brake conversion module and the brake; A switching switch, wherein the switching switch is connected to the rectifier module; A mains power detection module, the mains power detection module is connected to the mains power, and the mains power detection module is connected to the switch; A bidirectional DC-DC conversion module, wherein the switch is connected in series between the rectifier module and the bidirectional DC-DC conversion module, the bidirectional DC-DC conversion module is connected to the mains detection module, and the bidirectional DC-DC conversion module is connected to the holding brake; A battery, the battery is connected to the bidirectional DC-DC conversion module, the mains detection module is used to control the switch to disconnect when the mains abnormality is detected, and the bidirectional DC-DC conversion module converts the voltage output by the battery into the working voltage required by the holding brake; An electronic safety controller, wherein the electronic safety controller is respectively connected to the brake conversion module and the electronic switch, and the brake conversion module converts the voltage output by the rectifier module into the voltage required by the brake under the control of the electronic safety controller, and controls the electronic switch to be disconnected when the safety circuit is disconnected, so that the brake is engaged.

2. The brake control circuit according to claim 1, characterized in that: The bidirectional DC-DC conversion module is also connected to the elevator car position detection module. When an abnormality in the mains power is detected, the bidirectional DC-DC conversion module stops working when the car position detection module detects that the car is level, so that the brake is engaged.

3. The brake control circuit according to claim 2, characterized in that: The electronic safety controller is connected to the safety circuit, and the electronic safety controller draws power from the safety circuit.

4. The brake control circuit according to claim 1, characterized in that: It also includes a DC-DC conversion module, which is connected to the bidirectional DC-DC conversion module and the battery respectively.

5. The brake control circuit according to claim 1, characterized in that: It also includes an optical coupler, and the mains power detection module is connected to the switch and the bidirectional DC-DC conversion module through the optical coupler.

6. The brake control circuit according to any one of claims 1 to 5, characterized in that: The brake control circuit includes two electronic safety controllers, namely a first electronic safety controller and a second electronic safety controller. The first electronic safety controller is connected to the brake conversion module, and the second electronic safety controller is connected to the electronic switch. The first electronic safety controller and the second electronic safety controller are in communication connection.

7. The brake control circuit according to claim 6, characterized in that: The brake conversion module includes a non-isolated buck unit, and the non-isolated buck unit includes a first control switch, a second control switch and a first inductor; The positive output end of the rectifier module is connected to one end of the electromagnetic coil of the holding brake through the first control switch, the first inductor, and the first electronic switch in sequence, the negative output end of the rectifier module is connected to the other end of the electromagnetic coil through the second electronic switch, the end of the first inductor connected to the first control switch is connected to the negative output end of the rectifier module through the second control switch, the control ends of the first control switch and the second control switch are connected to the electronic safety controller, and the electronic safety controller is connected to the elevator control system.

8. The brake control circuit according to claim 7, characterized in that: The bidirectional DC-DC conversion module includes a non-isolated buck-boost unit, and the non-isolated buck-boost unit includes a third control switch, a fourth control switch, a second inductor and a non-electronic safety controller; The positive output end of the switching switch is connected to the positive electrode of the battery through the third control switch and the second inductor in sequence, the negative output end of the switching switch is connected to the negative electrode of the battery, one end of the second inductor connected to the third control switch is connected to the negative electrode of the battery through the fourth control switch, and the control ends of the third control switch and the fourth control switch are connected to the non-electronic safety controller.

9. The brake control circuit according to claim 6, characterized in that: The holding brake conversion module includes an isolated buck unit, which includes a first transformer, a first inverter bridge composed of four control switches, and a first secondary rectifier bridge composed of diodes. The input end of the first inverter bridge is connected to the output end of the rectifier module, the output end of the first inverter bridge is connected to the primary winding of the first transformer, the secondary winding of the first transformer is connected to the electromagnetic coil of the holding brake through the first secondary rectifier bridge and the electronic switch, the control ends of the four control switches of the first inverter bridge are connected to the electronic safety controller, and the electronic safety controller is connected to the elevator control system.

10. The brake control circuit according to claim 9, characterized in that: The bidirectional DC-DC conversion module includes an isolated buck-boost unit, which includes a second transformer, a second inverter bridge composed of four control switches, a second secondary rectifier bridge composed of four control switches, and a non-electronic safety controller. The primary winding of the second transformer is connected to the battery through the second inverter bridge, the secondary winding of the second transformer is respectively connected to the switching switch and the electromagnetic coil of the holding brake through the second secondary rectifier bridge, and the control end of the control switch in the second inverter bridge and the control end of the control switch in the second secondary rectifier bridge are both connected to the non-electronic safety controller.

11. A lifting device, characterized in that: It comprises a brake control circuit as described in any one of claims 1-10.

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