CA3092759A1 - Lift installation, guide rails for said lift, kit for monitoring said installation and methods for monitoring and use thereof - Google Patents
Lift installation, guide rails for said lift, kit for monitoring said installation and methods for monitoring and use thereof Download PDFInfo
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- CA3092759A1 CA3092759A1 CA3092759A CA3092759A CA3092759A1 CA 3092759 A1 CA3092759 A1 CA 3092759A1 CA 3092759 A CA3092759 A CA 3092759A CA 3092759 A CA3092759 A CA 3092759A CA 3092759 A1 CA3092759 A1 CA 3092759A1
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- sensor
- installation according
- lift
- accelerometer
- car
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
- B66B5/0006—Monitoring devices or performance analysers
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- Indicating And Signalling Devices For Elevators (AREA)
- Testing Of Devices, Machine Parts, Or Other Structures Thereof (AREA)
- Maintenance And Inspection Apparatuses For Elevators (AREA)
- Types And Forms Of Lifts (AREA)
- Conveying And Assembling Of Building Elements In Situ (AREA)
Abstract
Lift installation (2) including at least one car (13) or platform which can be slidably guided in a shaft (4) along respective guide rails (12) and at least one sensor (21a) for monitoring the shaft (4), wherein the at least one sensor (21 a) comprises at least one inclinometer (11) and/or at least one accelerometer (A1) associated with at least one of the guide rails (12).
Description
Lift installation, guide rails for said lift, kit for monitoring said installation and methods for monitoring and use thereof DESCRIPTION
The present invention relates to a lift installation, a term which is intended to indicate both a lift for transport of objects and people and an elevator which is designed for transport of objects only, guide rails in order to construct the paths of said installation, and methods for monitoring and use thereof.
It is known that lift installations (hereinafter also known in the abbreviated form of "elevators" or "lifts") comprise at least one car which is towed or suspended by an actuation system which for example is electrical or electro-hydraulic, so that it can slide in a shaft along respective guide rails, generally constituted by metal profiles mounted in the shaft with reciprocal parallelism and alignment.
Such guide rails are an essential element of the lift, and at the same time represent a source of potential problems.
Firstly, there is the problem of mounting the guide rails in the shaft in conditions of alignment and parallelism. The prior art in the field of mining lifts proposes checking the alignment of the guide rails by mounting a mechanical monitoring system in the place of the car or platform (US
4,535,541), which system is raised and lowered along the shaft in order to detect any misalignments. The system does not make it possible to carry out measurements during the normal operation of the installation, which must be put temporarily out of service.
More commonly, the guide rails for lifts are aligned using the verticality reference provided by a common plumb line or a laser beam. It is apparent however that this reference is necessarily imprecise, in particular as the height of the shaft increases, since many factors can affect the actual arrangement of the line, in particular when the free portion is very long. In addition, this mounting methodology is relatively slow and excessively subject to human errors which cannot be immediately detected and corrected.
Secondly, there is the problem of ensuring adequate preventative maintenance of the guide rails once they are installed. It is important for example to take into account that the play between the guide rails and the corresponding runners mounted on the car tends to increase as the reciprocal wear increases, and on this basis to determine the moment at which intervention is necessary for maintenance, restoration or adjustment, in order not to impair the safety of the installation.
Thirdly, it is necessary to check that the guide rails do not have damage, partial detachments, deformations or the like as a result of particular events such as earthquakes, fires or exposure to heat, structural settlement, settlement of foundations, or simple deformations of the building in which the lift is installed. Specifically because of such damage, the standards impose for
The present invention relates to a lift installation, a term which is intended to indicate both a lift for transport of objects and people and an elevator which is designed for transport of objects only, guide rails in order to construct the paths of said installation, and methods for monitoring and use thereof.
It is known that lift installations (hereinafter also known in the abbreviated form of "elevators" or "lifts") comprise at least one car which is towed or suspended by an actuation system which for example is electrical or electro-hydraulic, so that it can slide in a shaft along respective guide rails, generally constituted by metal profiles mounted in the shaft with reciprocal parallelism and alignment.
Such guide rails are an essential element of the lift, and at the same time represent a source of potential problems.
Firstly, there is the problem of mounting the guide rails in the shaft in conditions of alignment and parallelism. The prior art in the field of mining lifts proposes checking the alignment of the guide rails by mounting a mechanical monitoring system in the place of the car or platform (US
4,535,541), which system is raised and lowered along the shaft in order to detect any misalignments. The system does not make it possible to carry out measurements during the normal operation of the installation, which must be put temporarily out of service.
More commonly, the guide rails for lifts are aligned using the verticality reference provided by a common plumb line or a laser beam. It is apparent however that this reference is necessarily imprecise, in particular as the height of the shaft increases, since many factors can affect the actual arrangement of the line, in particular when the free portion is very long. In addition, this mounting methodology is relatively slow and excessively subject to human errors which cannot be immediately detected and corrected.
Secondly, there is the problem of ensuring adequate preventative maintenance of the guide rails once they are installed. It is important for example to take into account that the play between the guide rails and the corresponding runners mounted on the car tends to increase as the reciprocal wear increases, and on this basis to determine the moment at which intervention is necessary for maintenance, restoration or adjustment, in order not to impair the safety of the installation.
Thirdly, it is necessary to check that the guide rails do not have damage, partial detachments, deformations or the like as a result of particular events such as earthquakes, fires or exposure to heat, structural settlement, settlement of foundations, or simple deformations of the building in which the lift is installed. Specifically because of such damage, the standards impose for
2 example that lifts must not be used to evacuate people in the event of fire or earthquakes, which is intrinsically contrary to the need which arises in such cases to quickly evacuate many people from the building affected. In some countries (for example the USA and Europe ¨ cfr. EN81 77 and EN81 72) limited use can be made of lifts which are designed exclusively for firemen, who however have to have an appropriate key to enable the installation for the purpose of extinguishing focal points of the fire, and not for rescuing people.
Finally, there is the fact that the shaft of the lift is normally a very rigid part which is closely interconnected with the bearing structure of the building which it serves.
Consequently, if it were possible to monitor the shaft adequately, in response there would be sufficiently reliable monitoring of the entire bearing structure of the building.
All of these requirements are not safeguarded acceptably with the lift installations which are in use at present, and the shafts in which they operate.
The technical problem on which the present invention is based is therefore that of providing a lift, with corresponding guide rails and methods for monitoring and use, which make it possible to overcome at least one of the disadvantages described with reference to the cited prior art.
This problem has been solved by means of a lift, guide rails and methods for monitoring and use in accordance with the appended claims.
The characteristics and advantages of the invention will become more apparent from the following detailed description of a lift installation produced in accordance with the invention, provided by way of non-limiting example with reference to the appended drawings, in which:
- fig. 1 is a schematic sectional view of a lift installation for a building;
- fig. 2a is a perspective view of a closed box of a sensor for the installation in the preceding figure;
- fig. 2b is a perspective view of an open box of the sensor in fig. 2a;
- figs. 3 and 4 are partial wiring diagrams of the installation in the preceding figures;
- fig. 5 is a table relating to the sensors used and to the data generated in the installation in the preceding figures;
- fig. 6 is a diagram for the actuation of an installation kit;
- fig. 7 is a diagram of the installation process;
- fig. 8 is an example of an interface for a user;
- fig. 9 is a diagram representative of an example of the main components of software used according to the present invention;
- fig. 10 is a perspective view of an assembled control unit;
- fig. 11 is a view from above of the control unit in figure 10 open;
- figs. 12 to 14 are views of a detail of the installation in the preceding figures.
Finally, there is the fact that the shaft of the lift is normally a very rigid part which is closely interconnected with the bearing structure of the building which it serves.
Consequently, if it were possible to monitor the shaft adequately, in response there would be sufficiently reliable monitoring of the entire bearing structure of the building.
All of these requirements are not safeguarded acceptably with the lift installations which are in use at present, and the shafts in which they operate.
The technical problem on which the present invention is based is therefore that of providing a lift, with corresponding guide rails and methods for monitoring and use, which make it possible to overcome at least one of the disadvantages described with reference to the cited prior art.
This problem has been solved by means of a lift, guide rails and methods for monitoring and use in accordance with the appended claims.
The characteristics and advantages of the invention will become more apparent from the following detailed description of a lift installation produced in accordance with the invention, provided by way of non-limiting example with reference to the appended drawings, in which:
- fig. 1 is a schematic sectional view of a lift installation for a building;
- fig. 2a is a perspective view of a closed box of a sensor for the installation in the preceding figure;
- fig. 2b is a perspective view of an open box of the sensor in fig. 2a;
- figs. 3 and 4 are partial wiring diagrams of the installation in the preceding figures;
- fig. 5 is a table relating to the sensors used and to the data generated in the installation in the preceding figures;
- fig. 6 is a diagram for the actuation of an installation kit;
- fig. 7 is a diagram of the installation process;
- fig. 8 is an example of an interface for a user;
- fig. 9 is a diagram representative of an example of the main components of software used according to the present invention;
- fig. 10 is a perspective view of an assembled control unit;
- fig. 11 is a view from above of the control unit in figure 10 open;
- figs. 12 to 14 are views of a detail of the installation in the preceding figures.
3 In the figures, 1 indicates as a whole building in which a lift installation is mounted which is indicated overall as 2. The building 1 has multiple floors P, and the floor slab of each floor is indicated by the letter P followed by the progressive number of the floor, counted starting from the ground floor PO. The installation in figure 1 comprises a shaft 4 at the base of which there is a pit 10, the bottom wall of which is indicated as 11.
At each of the floors P, an opening with doors which are controlled manually or automatically is provided in a manner known per se. Inside the shaft 4 two (or more) guide rails 12 are mounted which are vertical, parallel, and face opposite walls of the shaft 4. These guide rails 12 are used to control the course of ascent and descent of a car 13 by means of actuation using a cable 14 or oleodynamic cylinders which in themselves are known in the field. There is also a technical shaft 15 provided in the shaft 4, or outside it.
With reference to figs. 12 to 14, the guides 12 have a cross section generally in the form of a "T"
with a wing 16 and a core 17, and are mounted by means of brackets or a clamping device 18 spaced apart from one another on the walls of the shaft 4; in turn, the brackets 18 are secured by means of direct application on these walls or elsewhere, for example by means of counter-brackets which are not shown. In the non-limiting example illustrated in figures 12 and 13, the brackets 18 have a cross section which, by way of example, is in the form of an omega, and they are designed to receive, in a central recess 19, a box 20 made of plastics material, for example polycarbonate filled with glass fibre, which box is welded on its perimeter by means of ultrasound or by another suitable means.
As shown in fig. 2b, each box 20 advantageously contains a PCB 21 on which a plurality of sensors 21a is mounted, preferably selected from triaxial MEMS accelerometers and triaxial MEMS inclinometers; the boards 21 are all connected to a single data bus 23 of the CAN type, which also carries the direct current supply (12 V) obtained from a control unit 22.
Advantageously, a microcontroller is mounted on the PCB 21, the firmware of which microcontroller can be updated by the control unit 22, for example via the CAN
bus 23. The acceleration and gradient of the sensors are calibrated according to the use of the sensors.
The boxes 20 with the corresponding sensors 21a are connected in the form of a chain, which can be supplied pre-wired and ending in a cable for connection to the control unit 22. The control unit can be positioned either in the shaft or in the technical shaft 15 of the lift, or elsewhere.
The sampling frequency of the accelerometers is set for example at between 1 and 150 Hz, advantageously at 100 Hz, for structural monitoring (low-frequency accelerometers) and at between 1 Hz and 1 kHz, advantageously at 200 Hz, for monitoring of the vibrations transmitted to the guide rails 12 (high-frequency accelerometers).
At each of the floors P, an opening with doors which are controlled manually or automatically is provided in a manner known per se. Inside the shaft 4 two (or more) guide rails 12 are mounted which are vertical, parallel, and face opposite walls of the shaft 4. These guide rails 12 are used to control the course of ascent and descent of a car 13 by means of actuation using a cable 14 or oleodynamic cylinders which in themselves are known in the field. There is also a technical shaft 15 provided in the shaft 4, or outside it.
With reference to figs. 12 to 14, the guides 12 have a cross section generally in the form of a "T"
with a wing 16 and a core 17, and are mounted by means of brackets or a clamping device 18 spaced apart from one another on the walls of the shaft 4; in turn, the brackets 18 are secured by means of direct application on these walls or elsewhere, for example by means of counter-brackets which are not shown. In the non-limiting example illustrated in figures 12 and 13, the brackets 18 have a cross section which, by way of example, is in the form of an omega, and they are designed to receive, in a central recess 19, a box 20 made of plastics material, for example polycarbonate filled with glass fibre, which box is welded on its perimeter by means of ultrasound or by another suitable means.
As shown in fig. 2b, each box 20 advantageously contains a PCB 21 on which a plurality of sensors 21a is mounted, preferably selected from triaxial MEMS accelerometers and triaxial MEMS inclinometers; the boards 21 are all connected to a single data bus 23 of the CAN type, which also carries the direct current supply (12 V) obtained from a control unit 22.
Advantageously, a microcontroller is mounted on the PCB 21, the firmware of which microcontroller can be updated by the control unit 22, for example via the CAN
bus 23. The acceleration and gradient of the sensors are calibrated according to the use of the sensors.
The boxes 20 with the corresponding sensors 21a are connected in the form of a chain, which can be supplied pre-wired and ending in a cable for connection to the control unit 22. The control unit can be positioned either in the shaft or in the technical shaft 15 of the lift, or elsewhere.
The sampling frequency of the accelerometers is set for example at between 1 and 150 Hz, advantageously at 100 Hz, for structural monitoring (low-frequency accelerometers) and at between 1 Hz and 1 kHz, advantageously at 200 Hz, for monitoring of the vibrations transmitted to the guide rails 12 (high-frequency accelerometers).
4 Preferably, the accelerometers for the structural monitoring (low frequency) are always active, i.e. they transmit data continuously to the control unit 22 when they are supplied with power, whereas the high-frequency accelerometers are active only when the car is in motion.
In a preferred version of the installation, the raw data generated by the sensors is saved in a local memory of the control unit 22, for example on an SSD board or an equivalent system.
When a pre-established threshold is exceeded, the data is transmitted by the control system to a Cloud, for as long as the energy content of the signal continues to be significant. The data which reaches the Cloud is stored for subsequent processing. The safety status of the building can be obtained by means of the modal identification.
The standard deviations of the sensors are also transmitted to the Cloud at predetermined intervals, for example every 5 or 10 seconds (heartbeat).
Fig. 3 shows an example of a basic wiring diagram of the lift installation according to the present invention. The control unit 22 is inserted in an electrical panel to be mounted in the technical area of the lift, and the CAN bus 23 extends from the control unit 22 to the shaft 4 of the lift. The accelerometers are indicated as Al -n, and the inclinometers are indicated as 11-n.
According to one embodiment, the accelerometers are positioned at at least one floor slab of a floor (e.g. at the first floor, second floor, etc.).
According to one embodiment, the inclinometers are positioned at a predetermined reference point, preferably an intermediate floor (e.g. at the ground floor, third floor, sixth floor, ninth floor, etc.).
Preferably, additional sensors are provided, mounted on the car 13 of the lift, which sensors communicate with the control system 22 for example by means of a broadband powerline modem Pm, with a gateway G which translates the signals from the CAN bus 23 at the Ethernet input of the powerline modem Pm. The control unit also measures the three-phase electrical power consumed by the lift by means of ammeter clamps or an equivalent system.
The sensors which are mounted on the car 13 comprise a first additional accelerometer AC1, a second additional accelerometer AC2 mounted in a position so as to detect the vibratory phenomena associated with the car 13 and/or with the cable 14, as well as a magnetometer for checking at the floor. If the mobile phone network reception is not sufficient inside the technical shaft, an external antenna is provided, to be mounted in the lift shaft. The table in fig. 7 indicates the type of sensors and their positioning.
The levelling of the car 13 at the floor is measured by means of the magnetometer which is present in the sensor 21a, and a fixed magnet Ma placed at each floor. The distance between the fixed magnet Ma and the sensor 21a can be approximately 10 cm. When the car is perfectly aligned at the floor, the sensor 21a measures the maximum magnetic field;
otherwise a misalignment is recorded, the extent of which is proportional to the difference from the ideal value (fig. 5).
With reference to the example in fig. 1, a sensor-equipping kit for producing a lift installation for buildings of up to three floors preferably comprises a sensor 21a provided with a MEMS
accelerometer Al sampled indicatively at 100 Hz, which sensor is mounted in the pit.
Identical sensors A2 and AC1 are provided for example at the floor slab of the first floor P1, and on the roof of the car 13.
A sensor provided with a MEMS accelerometer A3, A4, sampled indicatively at 200 Hz, is mounted at the floor slab of the ground floor and on the roof of the shaft, whereas a further identical sensor AC2 is mounted in the car. These sensors are used to detect the vibrations of the car, which, compared with the vibrations detected on the guide rails by means of appropriate algorithms, indicate the state of wear of the runners or wheels for running the car itself on the guide rails, the state of wear of the suspension cables, and any operating abnormalities of the motor and of the mechanical units connected thereto.
Two sensors of the inclinometer type 11, 12 are also provided, mounted in an intermediate position on the ground floor and on the third floor. All of the aforementioned sensors, with the exception of those mounted in the car and in the pit, are applied on the guide rails 12 at the recess 19 of the brackets 18.
A permanent magnet Ma is applied at each floor, which magnet detects the position of levelling of the car 13 relative to the unloading threshold, by means of the magnetometer provided in one or more of the sensors AC1, AC2.
According to one embodiment, in a sensor-equipping kit for production of a lift installation for buildings of up to six floors, an accelerometer AS, sampled indicatively at 100 Hz, is also provided at the roof slab of the third floor shaft, two intermediate inclinometers 13, 14 are provided, respectively and indicatively at the third and sixth floors, and an accelerometer A6 is provided, sampled at 200 Hz, at the floor slab of the third floor.
The arrangement of the kit for buildings with heights and numbers of floors different from those represented in fig. 1 is altogether similar.
According to one embodiment, the sensor 21a comprises at least one temperature sensor to be associated with the shaft 4 at respective floor openings. Advantageously, this additional sensor can be used both in installations for use by firemen in order to monitor the level of danger at a specific floor, and for use of the installation, in association with the data relating to deformation of the guide rails detected by all the other sensors applied to the guide rails, for monitoring functions to assist in evacuation of people from the building, for example during a fire.
According to one embodiment, the method for emergency control of a lift installation involves the lift installation being able to be used safely for the evacuation of personnel from a building during or after a fire or earthquake. For example, at the moment when the fire alarm sensors mounted in the vicinity of the doors of the floor, or also after the fire alarm of the building, or at the moment when the sensor 11 detects an earthquake shock above a determined threshold, the lift installation could be switched, by means of its own control panel, to emergency use operation, thereby making the system of sensors, suitably applied to the guide rails, on the roof of the car and at the floors, interact with the control panel, giving the approval for use of the lift installation for as long as the lift can slide freely in the guide rails, and putting it out of use when the condition of safe usage no longer exists. The equipment of sensors on the roof of the car and at the floors could be completed with smoke sensors to avoid the risk of suffocation of any people present in the car in the case of approval for operation of the lift installation.
Preferably, the installation can also make use of the lift or the platform or the car in emergency conditions (egress), such as fires, earthquake situations and the like, safer.
For this purpose, the sensors described hitherto can be integrated with any temperature sensors and smoke detectors positioned at the floors.
According to one embodiment, these temperature sensors and smoke detectors are preferably installed in the top part of the access doors, where smoke and temperatures are most concentrated in the event of fire. By jointly detecting the linearity and efficiency of the guide rails, as well as the environmental and safety conditions in the lift shaft, it is possible by this means to use the lift or the platform or the car for emergency operations even in highly critical conditions. Depending on the state of the guide rails and the environmental conditions detected, it is also possible to vary the speed of travel of the car, as well as to exclude one or more floors where the safety conditions are not fulfilled, and optionally to differentiate between the speed of ascent and descent, where this is considered necessary and/or appropriate.
Although the arrangements proposed are preferred, they are simply indicative, and in practice it is conceivable to produce kits and installations with a different configuration and distribution of sensors.
In the pit 10, a radon sensor can additionally be provided, which sensor can assess any presence and concentration of this gas, which in fact tends to accumulate in the lowest parts of the installation and typically to be concentrated in the pit.
In a preferred version of the installation, the raw data generated by the sensors is saved in a local memory of the control unit 22, for example on an SSD board or an equivalent system.
When a pre-established threshold is exceeded, the data is transmitted by the control system to a Cloud, for as long as the energy content of the signal continues to be significant. The data which reaches the Cloud is stored for subsequent processing. The safety status of the building can be obtained by means of the modal identification.
The standard deviations of the sensors are also transmitted to the Cloud at predetermined intervals, for example every 5 or 10 seconds (heartbeat).
Fig. 3 shows an example of a basic wiring diagram of the lift installation according to the present invention. The control unit 22 is inserted in an electrical panel to be mounted in the technical area of the lift, and the CAN bus 23 extends from the control unit 22 to the shaft 4 of the lift. The accelerometers are indicated as Al -n, and the inclinometers are indicated as 11-n.
According to one embodiment, the accelerometers are positioned at at least one floor slab of a floor (e.g. at the first floor, second floor, etc.).
According to one embodiment, the inclinometers are positioned at a predetermined reference point, preferably an intermediate floor (e.g. at the ground floor, third floor, sixth floor, ninth floor, etc.).
Preferably, additional sensors are provided, mounted on the car 13 of the lift, which sensors communicate with the control system 22 for example by means of a broadband powerline modem Pm, with a gateway G which translates the signals from the CAN bus 23 at the Ethernet input of the powerline modem Pm. The control unit also measures the three-phase electrical power consumed by the lift by means of ammeter clamps or an equivalent system.
The sensors which are mounted on the car 13 comprise a first additional accelerometer AC1, a second additional accelerometer AC2 mounted in a position so as to detect the vibratory phenomena associated with the car 13 and/or with the cable 14, as well as a magnetometer for checking at the floor. If the mobile phone network reception is not sufficient inside the technical shaft, an external antenna is provided, to be mounted in the lift shaft. The table in fig. 7 indicates the type of sensors and their positioning.
The levelling of the car 13 at the floor is measured by means of the magnetometer which is present in the sensor 21a, and a fixed magnet Ma placed at each floor. The distance between the fixed magnet Ma and the sensor 21a can be approximately 10 cm. When the car is perfectly aligned at the floor, the sensor 21a measures the maximum magnetic field;
otherwise a misalignment is recorded, the extent of which is proportional to the difference from the ideal value (fig. 5).
With reference to the example in fig. 1, a sensor-equipping kit for producing a lift installation for buildings of up to three floors preferably comprises a sensor 21a provided with a MEMS
accelerometer Al sampled indicatively at 100 Hz, which sensor is mounted in the pit.
Identical sensors A2 and AC1 are provided for example at the floor slab of the first floor P1, and on the roof of the car 13.
A sensor provided with a MEMS accelerometer A3, A4, sampled indicatively at 200 Hz, is mounted at the floor slab of the ground floor and on the roof of the shaft, whereas a further identical sensor AC2 is mounted in the car. These sensors are used to detect the vibrations of the car, which, compared with the vibrations detected on the guide rails by means of appropriate algorithms, indicate the state of wear of the runners or wheels for running the car itself on the guide rails, the state of wear of the suspension cables, and any operating abnormalities of the motor and of the mechanical units connected thereto.
Two sensors of the inclinometer type 11, 12 are also provided, mounted in an intermediate position on the ground floor and on the third floor. All of the aforementioned sensors, with the exception of those mounted in the car and in the pit, are applied on the guide rails 12 at the recess 19 of the brackets 18.
A permanent magnet Ma is applied at each floor, which magnet detects the position of levelling of the car 13 relative to the unloading threshold, by means of the magnetometer provided in one or more of the sensors AC1, AC2.
According to one embodiment, in a sensor-equipping kit for production of a lift installation for buildings of up to six floors, an accelerometer AS, sampled indicatively at 100 Hz, is also provided at the roof slab of the third floor shaft, two intermediate inclinometers 13, 14 are provided, respectively and indicatively at the third and sixth floors, and an accelerometer A6 is provided, sampled at 200 Hz, at the floor slab of the third floor.
The arrangement of the kit for buildings with heights and numbers of floors different from those represented in fig. 1 is altogether similar.
According to one embodiment, the sensor 21a comprises at least one temperature sensor to be associated with the shaft 4 at respective floor openings. Advantageously, this additional sensor can be used both in installations for use by firemen in order to monitor the level of danger at a specific floor, and for use of the installation, in association with the data relating to deformation of the guide rails detected by all the other sensors applied to the guide rails, for monitoring functions to assist in evacuation of people from the building, for example during a fire.
According to one embodiment, the method for emergency control of a lift installation involves the lift installation being able to be used safely for the evacuation of personnel from a building during or after a fire or earthquake. For example, at the moment when the fire alarm sensors mounted in the vicinity of the doors of the floor, or also after the fire alarm of the building, or at the moment when the sensor 11 detects an earthquake shock above a determined threshold, the lift installation could be switched, by means of its own control panel, to emergency use operation, thereby making the system of sensors, suitably applied to the guide rails, on the roof of the car and at the floors, interact with the control panel, giving the approval for use of the lift installation for as long as the lift can slide freely in the guide rails, and putting it out of use when the condition of safe usage no longer exists. The equipment of sensors on the roof of the car and at the floors could be completed with smoke sensors to avoid the risk of suffocation of any people present in the car in the case of approval for operation of the lift installation.
Preferably, the installation can also make use of the lift or the platform or the car in emergency conditions (egress), such as fires, earthquake situations and the like, safer.
For this purpose, the sensors described hitherto can be integrated with any temperature sensors and smoke detectors positioned at the floors.
According to one embodiment, these temperature sensors and smoke detectors are preferably installed in the top part of the access doors, where smoke and temperatures are most concentrated in the event of fire. By jointly detecting the linearity and efficiency of the guide rails, as well as the environmental and safety conditions in the lift shaft, it is possible by this means to use the lift or the platform or the car for emergency operations even in highly critical conditions. Depending on the state of the guide rails and the environmental conditions detected, it is also possible to vary the speed of travel of the car, as well as to exclude one or more floors where the safety conditions are not fulfilled, and optionally to differentiate between the speed of ascent and descent, where this is considered necessary and/or appropriate.
Although the arrangements proposed are preferred, they are simply indicative, and in practice it is conceivable to produce kits and installations with a different configuration and distribution of sensors.
In the pit 10, a radon sensor can additionally be provided, which sensor can assess any presence and concentration of this gas, which in fact tends to accumulate in the lowest parts of the installation and typically to be concentrated in the pit.
Claims (25)
1. Lift installation (2) including at least one car (13) or platform which can be slidably guided in a shaft (4) along respective guide rails (12) and at least one sensor (21a) for monitoring said shaft (4), characterised in that said at least one sensor (21a) comprises at least one inclinometer (11) and/or at least one accelerometer (AI) associated with at least one of said guide rails (12).
2. Installation according to claim 1, wherein said at least one sensor (21a) is mounted so as to transmit vibration by means of said guide rails (12).
3. Installation according to either claim 1 or claim 2, wherein said at least one sensor (21a) is mounted so as to (directly or indirectly) contact said guide rails (12).
4. Installation according to any one of the preceding claims, wherein said sensor (21a) is mounted on a clamping device (18) to which said guide rails (12) are fixed in said shaft (4).
5. Installation according to one or more of the preceding claims, comprising at least one inclinometer (II) mounted on the intermediate floor of the ground floor or the third floor or the sixth floor or the ninth floor.
6. Installation according to one or more of the preceding claims, comprising at least one additional (AC1), in addition to said inclinometer (II), mounted on the car (13) in a position such that it detects vibrations associated with the car (13) and/or with a cable (14) used to move said car.
7. Installation according to claim 6, wherein said additional accelerometer (AC1) is an accelerometer that has a high sampling frequency of between 1 Hz and 1 kHz, preferably 200 Hz.
8. Installation according to either claim 6 or claim 7, wherein said additional accelerometer is an accelerometer that has a low sampling frequency of between 1 and 150 Hz, preferably 100 Hz.
9. Installation according to one or more of claims 7 and 8, wherein both of said additional low-frequency and high-frequency accelerometers are provided.
10. Installation according to one or more of the preceding claims, wherein an accelerometer is provided in a pit (11) of said shaft (4).
11. Installation according to claim 10, wherein said accelerometer in the pit (11) is a low-frequency accelerometer.
12. Installation according to either claim 10 or claim 11, wherein said at least one sensor (21a) comprises both said inclinometer (II) and at least said high-frequency accelerometer (AI).
13. Installation according to one or more of the preceding claims, wherein said inclinometer (11) consists of a low-frequency accelerometer (AI).
14. Installation according to one or more of the preceding claims, wherein said sensor (21a) comprises at least one temperature sensor to be associated with said shaft (4) at respective floor openings.
15. Installation according to one or more of the preceding claims, comprising a plurality of said sensors arranged as follows:
- a plurality of high-frequency accelerometers positioned on said guide rail (12) on a first plurality of floor slabs, - a plurality of low-frequency accelerometers positioned on said guide rail (12) on a second plurality of floor slabs, - a plurality of inclinometers positioned on said guide rail (12) on an intermediate floor, - an additional high-frequency accelerometer (AC1) on said car (13), - an additional low-frequency accelerometer (AC2) on said car (13).
- a plurality of high-frequency accelerometers positioned on said guide rail (12) on a first plurality of floor slabs, - a plurality of low-frequency accelerometers positioned on said guide rail (12) on a second plurality of floor slabs, - a plurality of inclinometers positioned on said guide rail (12) on an intermediate floor, - an additional high-frequency accelerometer (AC1) on said car (13), - an additional low-frequency accelerometer (AC2) on said car (13).
16. Installation according to one or more of the preceding claims, wherein said sensors are interconnected in parallel and are controlled by a control unit (22).
17. Installation according to one or more of the preceding claims, wherein said inclinometer and/or accelerometers are mounted on a single PCB (21), the circuit of which further includes a temperature sensor or a smoke detector or a magnetometer configured to operatively cooperate with a fixed magnet (Ma) positioned at a predetermined point of said shaft (4).
18. Installation according to claim 17, wherein said PCB (21) is housed inside a box (20) made of plastics material and against a wall of said box.
19. Lift guide rail including at least one seat for receiving at least one sensor of the type comprising at least one inclinometer (11) and/or at least one accelerometer (A1).
20. Lift guide rail according to claim 19, wherein said sensor (21a) is housed in a mounting bracket (18) of said guide rail (12) in a shaft (4) for lift installations.
21. Guide rail according to claim 20, wherein said at least one sensor is a sensor of the kind described in one or more of claims 1 to 20.
22. Kit comprising a plurality of sensors including accelerometers, inclinometers, high-frequency accelerometers, low-frequency accelerometers, magnetometers, a control unit (22) and a CAN bus connection (23) between the control unit and said plurality of sensors (21a).
23. Method for monitoring a lift installation produced according to one or more of the preceding claims, wherein one or more of the following parameters are monitored by means of said at least one sensor (21a):
- triaxial movements and/or gradients of points on a guide rail (12), - levelling of a car (13).
- triaxial movements and/or gradients of points on a guide rail (12), - levelling of a car (13).
24. Method for mounting a lift installation according to one or more of claims 1 to 22, wherein said guide rails (12) in the shaft (4) are mounted so as to check the alignment thereof by means of said at least one inclinometer (I).
25. Method for emergency management of a lift installation according to one or more of claims 23 to 24, comprising - monitoring, by means of said at least one sensor (21a), the safety status of a building (1) by detecting movement and/or gradient values of points on a guide rail (12) of a lift or car or platform, - sending an alarm message when one of the values detected by said at least one sensor (21a) does not comply with a predetermined safe condition, - putting said lift or car or platform out of use.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| IT102018000003252A IT201800003252A1 (en) | 2018-03-02 | 2018-03-02 | Lift system, guides for said lift, monitoring kit for said installation and methods of monitoring and use thereof |
| IT102018000003252 | 2018-03-02 | ||
| PCT/IB2019/051672 WO2019167018A1 (en) | 2018-03-02 | 2019-03-01 | Lift installation, guide rails for said lift, kit for monitoring said installation and methods for monitoring and use thereof |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA3092759A1 true CA3092759A1 (en) | 2019-09-06 |
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ID=63491840
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA3092759A Abandoned CA3092759A1 (en) | 2018-03-02 | 2019-03-01 | Lift installation, guide rails for said lift, kit for monitoring said installation and methods for monitoring and use thereof |
Country Status (9)
| Country | Link |
|---|---|
| EP (1) | EP3759040A1 (en) |
| JP (1) | JP2021514914A (en) |
| CN (1) | CN111819144A (en) |
| BR (1) | BR112020017917A2 (en) |
| CA (1) | CA3092759A1 (en) |
| CL (1) | CL2020002229A1 (en) |
| IL (1) | IL277109A (en) |
| IT (1) | IT201800003252A1 (en) |
| WO (1) | WO2019167018A1 (en) |
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| US11718504B2 (en) * | 2019-05-28 | 2023-08-08 | His Majesty The King In Right Of Canada, As Represented By The Minister Of Natural Resources | Inertial analyzer for vertical mining conveyances and method thereof |
| CN111091263A (en) * | 2019-10-24 | 2020-05-01 | 北京云迹科技有限公司 | Fault detection method, handheld device and mobile terminal |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4535541A (en) * | 1984-03-26 | 1985-08-20 | Colorado School Of Mines | Device for measuring guide alignment for mine shafts and the like |
| EP0675066B1 (en) * | 1994-03-31 | 1998-04-29 | Otis Elevator Company | Control system for elevator active vibration control |
| DE29518361U1 (en) * | 1995-11-18 | 1996-01-18 | Tech Ueberwachungs Verein Hann | Device for testing lifts |
| JP2005053636A (en) * | 2003-08-04 | 2005-03-03 | Toshiba Elevator Co Ltd | Elevator rail through core measuring device and measuring method for this device |
| DE602004003117T2 (en) * | 2003-12-22 | 2007-05-10 | Inventio Ag, Hergiswil | Control unit for the active vibration damping of the vibrations of an elevator car |
| JP4550448B2 (en) * | 2004-03-02 | 2010-09-22 | 東芝エレベータ株式会社 | Elevator measuring device |
| JP5033355B2 (en) * | 2006-05-31 | 2012-09-26 | 株式会社日立製作所 | Elevator equipment |
| CN1994843B (en) * | 2006-12-29 | 2010-06-09 | 广州日立电梯有限公司 | Elevator guide rail error checking system and method |
| WO2009109471A1 (en) * | 2008-03-06 | 2009-09-11 | Inventio Ag | Lift system and method for servicing such a lift system |
| JP2011136817A (en) * | 2009-12-28 | 2011-07-14 | Hitachi Ltd | Guide rail mounting tool and guide rail fixing method |
| EP2872432B2 (en) * | 2012-10-04 | 2020-01-22 | Kone Corporation | Guide rail straightness measuring system for elevator installations |
| CN103446695A (en) * | 2013-09-10 | 2013-12-18 | 昆山奥德鲁自动化技术有限公司 | Elevator fire disaster measuring and controlling system |
| CN104016202B (en) * | 2014-04-24 | 2017-02-01 | 恒达富士电梯有限公司 | Intelligent elevator fireproof method and system |
| CN204727371U (en) * | 2015-07-10 | 2015-10-28 | 广州广日电梯工业有限公司 | A kind of cage guide automatic checkout equipment and real-time remote monitoring system |
| CN105565099B (en) * | 2015-12-24 | 2019-03-08 | 浙江工商大学 | A kind of method and system of elevator detection |
| CN205346550U (en) * | 2016-01-28 | 2016-06-29 | 山东金佳园科技股份有限公司 | Elevator monitoring system |
| JP6591923B2 (en) * | 2016-03-30 | 2019-10-16 | 株式会社日立製作所 | Elevator equipment |
| EP3232177B1 (en) * | 2016-04-15 | 2019-06-05 | Otis Elevator Company | Building settling detection |
| CN107651531B (en) * | 2017-11-27 | 2019-01-08 | 陈居 | A kind of slide rail verticality cleaning detection device for elevator |
-
2018
- 2018-03-02 IT IT102018000003252A patent/IT201800003252A1/en unknown
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2019
- 2019-03-01 JP JP2020545636A patent/JP2021514914A/en active Pending
- 2019-03-01 CA CA3092759A patent/CA3092759A1/en not_active Abandoned
- 2019-03-01 CN CN201980016639.XA patent/CN111819144A/en active Pending
- 2019-03-01 WO PCT/IB2019/051672 patent/WO2019167018A1/en active Application Filing
- 2019-03-01 EP EP19721014.9A patent/EP3759040A1/en not_active Withdrawn
- 2019-03-01 BR BR112020017917-5A patent/BR112020017917A2/en not_active Application Discontinuation
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2020
- 2020-08-31 CL CL2020002229A patent/CL2020002229A1/en unknown
- 2020-09-02 IL IL277109A patent/IL277109A/en unknown
Also Published As
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| EP3759040A1 (en) | 2021-01-06 |
| JP2021514914A (en) | 2021-06-17 |
| CL2020002229A1 (en) | 2021-01-22 |
| IT201800003252A1 (en) | 2019-09-02 |
| IL277109A (en) | 2020-10-29 |
| BR112020017917A2 (en) | 2020-12-22 |
| WO2019167018A1 (en) | 2019-09-06 |
| CN111819144A (en) | 2020-10-23 |
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Legal Events
| Date | Code | Title | Description |
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| FZDE | Discontinued |
Effective date: 20220901 |
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| FZDE | Discontinued |
Effective date: 20220901 |