A brake safety control system

Abstract

This utility model discloses a brake safety control system, including a safety circuit, a brake power supply, and a brake. The brake power supply includes an optocoupler circuit. The output terminal of the safety circuit is connected to the first input terminal of the optocoupler circuit, and the output terminal of the optocoupler circuit is connected to the input terminal of the brake. This utility model eliminates the brake contactor, solving the problems of high noise, high contactor failure rate, and high maintenance costs during the disconnection of the brake coil current. Furthermore, by opening and closing the safety circuit, the power supply to the optocoupler circuit is controlled, thereby controlling whether the brake power supply supplies power to the brake. Using an electronic switch, its response speed is faster than that of a mechanical switch that disconnects the contactor power supply, and it can be widely applied in the field of brake control technology.

Description

Technical Field

[0001] This utility model relates to the field of brake control technology, and in particular to a brake safety control system. Background Technology

[0002] With the development of society, elevators have become an indispensable part of people's lives, and are also one of the essential building equipment in modern urbanization.

[0003] Elevator brakes are crucial devices for ensuring the safe operation of elevators. When the elevator ascends or descends, the brake coil needs to be energized to put it in the open state; when the elevator stops, the current to the brake coil needs to be cut off to prevent further movement and ensure the elevator is in a safe state. Currently, cutting off the brake power supply is mainly achieved through contactors. However, brake contactors generate significant noise during operation, especially noticeable in quiet environments, resulting in a poor user experience. Furthermore, contact arcing occurs when the brake contactor disconnects, leading to a high failure rate and high maintenance costs. Utility Model Content

[0004] To solve the above-mentioned technical problems, the purpose of this utility model is to provide a brake safety control system with low failure rate and low maintenance cost.

[0005] The technical solution adopted by this utility model is:

[0006] A brake safety control system includes a safety circuit and a brake power supply. The brake power supply includes an optocoupler circuit. The output terminal of the safety circuit is connected to the first input terminal of the optocoupler circuit, and the output terminal of the optocoupler circuit is connected to the input terminal of the brake.

[0007] Furthermore, the safety circuit includes a safety circuit power supply, several safety devices, and elevator main board relay contacts, with both the safety circuit power supply and the elevator main board relay contacts connected to the safety devices.

[0008] Furthermore, the brake power supply also includes an auxiliary power supply, the input terminal of which is connected to the output terminal of the safety circuit, and the output terminal of which is connected to the first input terminal of the optocoupler circuit.

[0009] Furthermore, the brake power supply also includes a pulse width modulation controller, the output of which is connected to the second input of the optocoupler circuit.

[0010] Furthermore, the brake power supply also includes a drive circuit, the input terminal of which is connected to the output terminal of the optocoupler circuit.

[0011] Furthermore, the brake power supply also includes a main power circuit, the input terminal of which is connected to the output terminal of the drive circuit, and the output terminal of which is connected to the input terminal of the brake.

[0012] Furthermore, the brake power supply includes an auxiliary power supply, a pulse width modulation controller, and a drive circuit. The optocoupler circuit includes a first optocoupler and a second optocoupler. The first pin of the first optocoupler is connected to the output terminal of the pulse width modulation controller. The second pins of both the first and second optocouplers are grounded. The third pin of the first optocoupler is connected to the first pin of the second optocoupler. The third pin of the second optocoupler is connected to the input terminal of the drive circuit. The fourth pins of both the first and second optocouplers are connected to the output terminal of the auxiliary power supply.

[0013] Furthermore, the optocoupler circuit also includes a first resistor and a second resistor. One end of the first resistor is connected to the fourth pin of the first optocoupler, and the other end of the first resistor is connected to the output terminal of the auxiliary power supply. One end of the second resistor is connected between the third pin of the second optocoupler and the input terminal of the driving circuit, and the other end of the second resistor is grounded.

[0014] Furthermore, the brake power supply includes a drive circuit. The main power circuit includes a rectifier and filter module, a first field-effect transistor (FET), a second field-effect transistor (FET), a first transistor, a second transistor, and a primary coil of a transformer. The drain of the first FET is connected to the output terminal of the rectifier and filter module. The source of the first FET is connected to the negative terminal of the first transistor. The positive terminal of the first transistor is grounded. The gates of both the first and second FETs are connected to the output terminal of the drive circuit. The drain of the second FET is connected to the positive terminal of the second transistor. The negative terminal of the second transistor is connected to the output terminal of the rectifier and filter module. The source of the second FET is grounded. The first end of the primary coil is connected between the source of the first FET and the negative terminal of the first transistor. The second end of the primary coil is connected between the drain of the second FET and the positive terminal of the second transistor.

[0015] Furthermore, the main power circuit also includes a secondary coil of a transformer, a third transistor, a fourth transistor, a first inductor, and a first capacitor. The first end of the secondary coil is connected to the positive terminal of the third transistor, the negative terminal of the third transistor is connected to one end of the first inductor, the other end of the first inductor is connected to the first input terminal of the brake, the second end of the secondary coil is connected to the second input terminal of the brake, the positive terminal of the fourth transistor is connected between the second end of the secondary coil and the second input terminal of the brake, the negative terminal of the fourth transistor is connected between the negative terminal of the third transistor and one end of the first inductor, one end of the first capacitor is connected between the other end of the first inductor and the first input terminal of the brake, and the other end of the first capacitor is connected between the second end of the secondary coil and the second input terminal of the brake.

[0016] The beneficial effects of this invention are as follows: It includes a safety circuit and a brake power supply. The brake power supply includes an optocoupler circuit. The output terminal of the safety circuit is connected to the first input terminal of the optocoupler circuit, and the output terminal of the optocoupler circuit is connected to the input terminal of the brake. This invention eliminates the brake contactor, solving the problems of high noise levels, high contactor failure rate, and high maintenance costs during the disconnection of the brake coil current. Furthermore, by opening and closing the safety circuit, the power supply to the optocoupler circuit is controlled, thereby controlling whether the brake power supply supplies power to the brake. Using an electronic switch, its response speed is faster than that of a mechanical switch that disconnects the contactor power supply. Attached Figure Description

[0017] Figure 1 A structural block diagram of a brake safety control system provided in one embodiment of this utility model;

[0018] Figure 2 A circuit diagram of a safety circuit provided in one embodiment of this utility model;

[0019] Figure 3 A structural block diagram of a brake safety control system provided in another embodiment of this utility model;

[0020] Figure 4 This is an overall circuit diagram of a brake safety control system provided in one embodiment of the present invention;

[0021] Figure 5 The circuit diagram of an optocoupler circuit provided in one embodiment of this utility model is shown.

[0022] Reference numerals: 10, Safety circuit; 20, Brake power supply; 21, Auxiliary power supply; 22, Pulse width modulation controller; 23, Optocoupler circuit; 24, Drive circuit; 25, Main power supply circuit; U1, First optocoupler; U2, Second optocoupler; R1, First resistor; R2, Second resistor; Q1, First field-effect transistor; Q2, Second field-effect transistor; D1, First transistor; D2, Second transistor; D3, Third transistor; D4, Fourth transistor; T1, Transformer; L1, First inductor; C1, First capacitor. Detailed Implementation

[0023] The embodiments of this utility model are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0024] With the development of society, elevators have become an indispensable part of people's lives, and are also one of the essential building equipment in modern urbanization.

[0025] Elevator brakes are crucial devices for ensuring the safe operation of elevators. When the elevator ascends or descends, the brake coil needs to be energized to put it in the open state; when the elevator stops, the current to the brake coil needs to be cut off to prevent further movement and ensure the elevator is in a safe state. Currently, cutting off the brake power supply is mainly achieved through contactors. However, brake contactors generate significant noise during operation, especially noticeable in quiet environments, resulting in a poor user experience. Furthermore, contact arcing occurs when the brake contactor disconnects, leading to a high failure rate and high maintenance costs.

[0026] In view of this, this utility model proposes a brake safety control system, including a safety circuit and a brake power supply. The brake power supply includes an optocoupler circuit. The output terminal of the safety circuit is connected to the first input terminal of the optocoupler circuit, and the output terminal of the optocoupler circuit is connected to the input terminal of the brake. This utility model eliminates the brake contactor, solving the problems of high noise, high contactor failure rate, and high maintenance costs during the disconnection of the brake coil current. Furthermore, by opening and closing the safety circuit, the power supply to the optocoupler circuit is controlled to switch on and off, thereby controlling whether the brake power supply supplies power to the brake. Using an electronic switch, its response speed is faster than that of a mechanical switch that disconnects the contactor power supply.

[0027] Reference Figure 1 , Figure 1This is a structural block diagram of a brake safety control system provided in one embodiment of the present invention. The brake safety control system includes a safety circuit 10 and a brake power supply 20. The brake power supply 20 includes an optocoupler circuit 23. The output terminal of the safety circuit 10 is connected to the first input terminal of the optocoupler circuit 23, and the output terminal of the optocoupler circuit 23 is connected to the input terminal of the brake.

[0028] It should be noted that this utility model controls the on / off state of the input power of the optocoupler circuit 23 by opening and closing the safety circuit 10, thereby controlling whether the brake power supply 20 supplies power to the brake. The method used here is an electronic switch, which has a faster response speed than the mechanical switch that cuts off the power supply of the contactor.

[0029] Reference Figure 2 , Figure 2 The circuit diagram of the safety circuit provided in one embodiment of the present utility model is shown below. As an optional implementation, the safety circuit 10 includes a safety circuit power supply, several safety devices, and elevator main board relay contacts. The safety circuit power supply and the elevator main board relay contacts are both connected to the safety devices.

[0030] Specifically, the safety circuit 10 includes a safety circuit power supply, multiple safety devices, all of which are normally closed contact switches, and elevator main board relay contacts.

[0031] Reference Figure 3 , Figure 3 The structural block diagram of the brake safety control system provided in another embodiment of the present utility model shows that the brake power supply 20 also includes an auxiliary power supply 21. The input terminal of the auxiliary power supply 21 is connected to the output terminal of the safety circuit 10, and the output terminal of the auxiliary power supply 21 is connected to the first input terminal of the optocoupler circuit 23.

[0032] Reference Figure 3 As an optional implementation, the brake power supply 20 also includes a pulse width modulation controller 22, the output of which is connected to the second input of the optocoupler circuit 23.

[0033] Reference Figure 3 As an optional implementation, the brake power supply 20 also includes a drive circuit 24, the input of which is connected to the output of the optocoupler circuit 23.

[0034] Reference Figure 3 As an optional implementation, the brake power supply 20 also includes a main power circuit 25, the input of which is connected to the output of the drive circuit 24, and the output of which is connected to the input of the brake.

[0035] Specifically, by disconnecting the safety circuit 10 and cutting off the power supply to the optocoupler circuit 23, the PWM signal stops being transmitted to the main power circuit 25, and the power supply stops supplying power to the brake, thus achieving the purpose of safe braking of the elevator.

[0036] If safety circuit 10 is closed, auxiliary power supply 21 is energized, and auxiliary power supply 21 supplies power to optocoupler circuit 23. Optocoupler circuit 23 is energized and works, so that the PWM signal is transmitted to drive circuit 24 and then to main power circuit 25. At this time, brake power supply 20 outputs power to brake, brake works and releases the brake, and elevator can run. If safety circuit 10 is open, auxiliary power supply 21 is de-energized, optocoupler circuit 23 is de-energized, no PWM signal is sent to main power circuit 25, brake power supply 20 has no output, brake is de-energized, elevator brakes, and prevents elevator from moving.

[0037] Reference Figure 4 , Figure 4 The present invention provides an overall circuit diagram of a brake safety control system according to one embodiment of the present invention. As a further optional implementation scheme, the main power supply circuit 25 includes a rectifier and filter module, a first field-effect transistor Q1, a second field-effect transistor Q2, a first transistor D1, a second transistor D2, and the primary coil of a transformer T1. The drain of the first field-effect transistor Q1 is connected to the output terminal of the rectifier and filter module, the source of the first field-effect transistor Q1 is connected to the negative terminal of the first transistor D1, the positive terminal of the first transistor D1 is grounded, the gates of the first field-effect transistor Q1 and the second field-effect transistor Q2 are both connected to the output terminal of the drive circuit 24, the drain of the second field-effect transistor Q2 is connected to the positive terminal of the second transistor D2, the negative terminal of the second transistor D2 is connected to the output terminal of the rectifier and filter module, the source of the second field-effect transistor Q2 is grounded, the first end of the primary coil is connected between the source of the first field-effect transistor Q1 and the negative terminal of the first transistor D1, and the second end of the primary coil is connected between the drain of the second field-effect transistor Q2 and the positive terminal of the second transistor D2.

[0038] Reference Figure 4As an optional implementation, the main power supply circuit 25 further includes a secondary coil of transformer T1, a third transistor D3, a fourth transistor D4, a first inductor L1, and a first capacitor C1. The first end of the secondary coil is connected to the positive terminal of the third transistor D3, the negative terminal of the third transistor D3 is connected to one end of the first inductor L1, the other end of the first inductor L1 is connected to the first input terminal of the brake, the second end of the secondary coil is connected to the second input terminal of the brake, the positive terminal of the fourth transistor D4 is connected between the second end of the secondary coil and the second input terminal of the brake, the negative terminal of the fourth transistor D4 is connected between the negative terminal of the third transistor D3 and one end of the first inductor L1, one end of the first capacitor C1 is connected between the other end of the first inductor L1 and the first input terminal of the brake, and the other end of the first capacitor C1 is connected between the second end of the secondary coil and the second input terminal of the brake.

[0039] Specifically, the brake power supply 20 is connected to 220VAC input, and its output is connected to the brake coil of the brake. If the safety circuit 10 is closed, the auxiliary power supply 21 is energized. After the auxiliary power supply 21 operates, it outputs power to the optocoupler circuit 23. When the optocoupler circuit 23 operates normally, the PWM signal output by the PWM controller can be transmitted to the drive circuit 24 through the optocoupler circuit 23. The drive circuit 24 drives the first field-effect transistor Q1 and the second field-effect transistor Q2 in the main power circuit 25. At this time, the brake power supply 20 outputs power to the brake coil, the brake is released, and the elevator can run. If the safety circuit 10 is disconnected, the auxiliary power supply 21 is de-energized, the optocoupler circuit 23 is de-energized, the optocoupler circuit 23 cannot operate, and the PWM signal output by the PWM controller cannot reach the main power circuit 25. At this time, the brake power supply 20 has no output, the brake is de-energized, preventing the elevator from moving and keeping the elevator in a safe state.

[0040] Reference Figure 5 , Figure 5 The circuit diagram of the optocoupler circuit provided in one embodiment of the present invention is shown below. As a further optional implementation, the brake power supply 20 includes an auxiliary power supply 21, a pulse width modulation controller 22, and a drive circuit 24. The optocoupler circuit 23 includes a first optocoupler U1 and a second optocoupler U2. The first pin of the first optocoupler U1 is connected to the output terminal of the pulse width modulation controller 22. The second pins of both the first optocoupler U1 and the second optocoupler U2 are grounded. The third pin of the first optocoupler U1 is connected to the first pin of the second optocoupler U2. The third pin of the second optocoupler U2 is connected to the input terminal of the drive circuit 24. The fourth pins of both the first optocoupler U1 and the second optocoupler U2 are connected to the output terminal of the auxiliary power supply 21.

[0041] Reference Figure 5As an optional implementation, the optocoupler circuit 23 further includes a first resistor R1 and a second resistor R2. One end of the first resistor R1 is connected to the fourth pin of the first optocoupler U1, and the other end of the first resistor R1 is connected to the output of the auxiliary power supply 21. One end of the second resistor R2 is connected between the third pin of the second optocoupler U2 and the input of the drive circuit 24, and the other end of the second resistor R2 is grounded.

[0042] Specifically, the brake power supply 20 includes an auxiliary power supply 21, a pulse width modulation (PWM) controller 22, an optocoupler circuit 23, a drive circuit 24, and a main power supply circuit 25. The optocoupler circuit 23 consists of a first optocoupler U1, a second optocoupler U2, a first resistor R1 (current limiting resistor), and a second resistor R2 (pull-down resistor). VCC is the power input terminal of the optocoupler circuit, PWM is the PWM signal input terminal of the optocoupler circuit, and PWM_2 is the PWM signal output by the optocoupler circuit.

[0043] When safety circuit 10 is closed and VCC is energized:

[0044] When the input signal at the first pin of the first optocoupler U1 is high, the secondary transistor of the first optocoupler U1 is saturated, current flows through the primary diode of the second optocoupler U2, the secondary transistor of the second optocoupler U2 is also saturated, and the third pin of the second optocoupler U2 outputs a high level. When the input signal at the first pin of the first optocoupler U1 is low, the secondary transistor of the first optocoupler U1 is cut off, there is no current in the primary diode of the second optocoupler U2, the secondary transistor of the second optocoupler U2 is also cut off, and the third pin of the second optocoupler U2 outputs a low level. Therefore, under power-on conditions, the PWM signal can be transmitted to the drive circuit 24 through the optocoupler circuit 23, and the drive power supply main circuit 25 outputs power to the brake. When the brake is activated, it releases, and the elevator can be allowed to run.

[0045] When safety circuit 10 is disconnected, VCC loses power:

[0046] Regardless of whether there is a signal input at the first pin of the first optocoupler U1, no current flows through the secondary side of the first optocoupler U1 or the primary side of the second optocoupler U2, and the third pin of the second optocoupler U2 is always pulled low. Therefore, in the power-off state, the PWM signal cannot be transmitted to the drive circuit 24 through the optocoupler circuit 23, and the drive power main circuit 25 outputs power to the brake. At this time, the brake is deactivated, preventing the elevator from moving and keeping the elevator in a safe state.

[0047] The above describes the structure and working principle of the brake safety control system of this utility model. It can be understood that, compared with the existing brake safety control system, this utility model eliminates the brake contactor, solving the problems of high noise, high contactor failure rate, and high maintenance cost during the process of cutting off the brake coil current. On the other hand, by opening and closing the safety circuit, the power supply to the optocoupler circuit is controlled to switch on and off, thereby controlling whether the brake power supply supplies power to the brake. The electronic switch method has a faster response speed than the mechanical switch method that cuts off the power supply of the contactor.

[0048] It should be noted that the improvement of this utility model lies in the various components of the brake safety control system and the connection relationship between them. Any (signal acquisition, signal transmission or signal conversion) mentioned in the specification is based on the existing data processing level. This utility model does not make any improvement in the data processing method. This utility model only involves structural improvements and does not involve any methodological improvements, let alone any software improvements.

[0049] In this utility model, unless otherwise explicitly specified and limited, terms such as "installation," "connection," "joining," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0050] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0051] The preferred embodiments of the present invention have been described in detail above, but the present invention is not limited to the embodiments. Those skilled in the art can make various equivalent modifications or substitutions without departing from the spirit of the present invention, and these equivalent modifications or substitutions are all included within the scope defined by the claims of this application.

Claims

1. A brake safety control system, characterized in that: It includes a safety circuit and a brake power supply. The brake power supply includes an optocoupler circuit. The output terminal of the safety circuit is connected to the first input terminal of the optocoupler circuit, and the output terminal of the optocoupler circuit is connected to the input terminal of the brake.

2. The brake safety control system according to claim 1, characterized in that: The safety circuit includes a safety circuit power supply, several safety devices, and elevator main board relay contacts. The safety circuit power supply and the elevator main board relay contacts are both connected to the safety devices.

3. The brake safety control system according to claim 1, characterized in that: The brake power supply also includes an auxiliary power supply, the input terminal of which is connected to the output terminal of the safety circuit, and the output terminal of which is connected to the first input terminal of the optocoupler circuit.

4. The brake safety control system according to claim 1, characterized in that: The brake power supply also includes a pulse width modulation controller, the output of which is connected to the second input of the optocoupler circuit.

5. The brake safety control system according to claim 1, characterized in that: The brake power supply also includes a drive circuit, the input of which is connected to the output of the optocoupler circuit.

6. The brake safety control system according to claim 5, characterized in that: The brake power supply also includes a main power circuit, the input terminal of which is connected to the output terminal of the drive circuit, and the output terminal of which is connected to the input terminal of the brake.

7. The brake safety control system according to claim 1, characterized in that: The brake power supply includes an auxiliary power supply, a pulse width modulation controller, and a drive circuit. The optocoupler circuit includes a first optocoupler and a second optocoupler. The first pin of the first optocoupler is connected to the output terminal of the pulse width modulation controller. The second pins of both the first and second optocouplers are grounded. The third pin of the first optocoupler is connected to the first pin of the second optocoupler. The third pin of the second optocoupler is connected to the input terminal of the drive circuit. The fourth pins of both the first and second optocouplers are connected to the output terminal of the auxiliary power supply.

8. The brake safety control system according to claim 7, characterized in that: The optocoupler circuit further includes a first resistor and a second resistor. One end of the first resistor is connected to the fourth pin of the first optocoupler, and the other end of the first resistor is connected to the output terminal of the auxiliary power supply. One end of the second resistor is connected between the third pin of the second optocoupler and the input terminal of the driving circuit, and the other end of the second resistor is grounded.

9. The brake safety control system according to claim 6, characterized in that: The main power supply circuit includes a rectifier and filter module, a first field-effect transistor (FET), a second field-effect transistor (FET), a first transistor, a second transistor, and a primary coil of a transformer. The drain of the first FET is connected to the output terminal of the rectifier and filter module, the source of the first FET is connected to the negative terminal of the first transistor, the positive terminal of the first transistor is grounded, the gates of both the first and second FETs are connected to the output terminal of the drive circuit, the drain of the second FET is connected to the positive terminal of the second transistor, the negative terminal of the second transistor is connected to the output terminal of the rectifier and filter module, and the source of the second FET is grounded. The first end of the primary coil is connected between the source of the first FET and the negative terminal of the first transistor, and the second end of the primary coil is connected between the drain of the second FET and the positive terminal of the second transistor.

10. The brake safety control system according to claim 9, characterized in that: The main power circuit also includes a secondary coil of a transformer, a third transistor, a fourth transistor, a first inductor, and a first capacitor. The first end of the secondary coil is connected to the positive terminal of the third transistor, the negative terminal of the third transistor is connected to one end of the first inductor, the other end of the first inductor is connected to the first input terminal of the brake, the second end of the secondary coil is connected to the second input terminal of the brake, the positive terminal of the fourth transistor is connected between the second end of the secondary coil and the second input terminal of the brake, the negative terminal of the fourth transistor is connected between the negative terminal of the third transistor and one end of the first inductor, one end of the first capacitor is connected between the other end of the first inductor and the first input terminal of the brake, and the other end of the first capacitor is connected between the second end of the secondary coil and the second input terminal of the brake.

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