DE102018202553A1 - Collision prevention between shaft change units - Google Patents

Abstract

The invention relates to a safety device (100), an elevator installation (10) and a method for operating an elevator installation (10), comprising the method steps of determining an expected stop peripheral area (28, 38) of a shaft changing unit (3.1) with respect to the alignment axis ( A1) of this shaft changing unit (3.1), starting from a current alignment position (21, 31) of this shaft changing unit (3) and in dependence on an expected braking distance (24, 34), comparing the determined stop circumferential region (28, 38) of this shaft changing unit (3.1) and a collision area (14) of this and another shaft changing unit (3.1, 3.2), and possibly triggering a stop signal (101) for one of the shaft changing units (3.1, 3.2).

Description

The invention relates to a safety device for an elevator installation with at least two shaft intersections, to each of which a shaft change unit is arranged. In addition, the invention relates to an elevator installation with two first elevator shafts and a second elevator shaft, which intersects the first elevator shafts at in each case one of the shaft intersections, as well as a method for operating an elevator installation.

The invention is applicable, for example, in elevator systems with at least one car, in particular a plurality of cars, which can be moved in a shaft via a guide device. At least one stationary first guide device is fixedly arranged in a first elevator shaft and is aligned in a first, in particular vertical, shaft longitudinal direction; at least one fixed second guide device is fixedly arranged in a second elevator shaft and aligned in a second, in particular horizontal, shaft longitudinal direction. The two elevator shafts intersect at a shaft intersection, to which at least one third guide device, which is rotatable relative to the first shaft and the second shaft, is fastened to a shaft crossing fixed rotary platform for guiding the cars, the third guide device and the rotary platform being jointly transferable between an alignment in FIG the first chess direction and an orientation in the second chess direction. Examples of such systems are basically in the WO 2015/144781 A1 as well as in the German patent applications 10 2016 211 997.4 and 10 2015 218 025.5 described.

In the operation of elevator systems, it is necessary to prevent unwanted collisions of moving components of the elevator installation such as the car with permanently installed - for example shaft fixed - components. Elevator systems with several cars in a shaft must be able to reliably exclude collisions between the cars. Suggested solutions for this are, for example, from the patent documents EP 1 698 580 A1 or EP 2 607 282 A1 known.

In the case of the above-described type of elevator installations with intersecting elevator shafts, however, not only potential collisions between following or counter-moved cars in a shaft longitudinal direction along a shaft axis must be prevented. On the contrary, collisions between cars traveling along different, intersecting elevator shafts must also be prevented, in particular avoided.

In addition, this type of elevator systems can also be designed with two shaft intersections arranged close to one another, for example when two first elevator shafts or two second elevator shafts run side by side at a small distance. Depending on the size of the shaft changing units, it may then be possible for the radial extensions of the associated shaft changing units to overlap during the respective alignment movement. In other words, the shaft changing units are then arranged so close to each other that they can collide with each other in an unfavorable combination of alignment movements.

Against this background, it is an object of the invention to provide a safety device and an improved elevator system, which reduces a risk of collision between closely arranged shaft changing units. Likewise, a suitable method for operating an elevator installation is to be provided.

This object is achieved by a safety device having the features of claim 1, an elevator installation having the features of claim 5 and a method of operating an elevator installation having the features of claim 7. Advantageous embodiments of the invention are the subject of the dependent claims.

According to one aspect of the invention, a safety device is provided, in particular for an elevator installation with two shaft intersections, to each of which a shaft changing unit for moving cars of the elevator installation is arranged. In this case, and in particular for transfer, the shaft changing units can each be transferred about an alignment axis between an alignment along a first shaft axis of a first elevator shaft and an alignment along a second shaft axis of a second elevator shaft, wherein both shaft exchange units each have a radial extension, and wherein the two radial extensions a Cover, with, in particular from, a potential collision area with respect to a peripheral region about the alignment axis of each shaft changing unit is derivable, in particular calculated, resulting in particular from the overlap and the two radial extensions. The collision area results in particular from the overlap of the radial extensions and / or from the overlap of extension surfaces of the two shaft changing units, each derived from the radial extent.

In this case, a radial extent is to be understood in particular as meaning that a point of the shaft changing unit farthest from the axis of rotation of the shaft changing unit defines a radial distance, and a circumference about the axis of rotation with a radius of this radial distance is the radial extent (as it were in the sense of an envelope geometry) Chute change unit on the possible alignment movements) represents.

The safety device is set up to i) determine, based on a current alignment position of one of the two shaft change units and depending on an expected braking distance, an expected stop circumferential region of this shaft change unit with respect to the alignment axis of this shaft change unit, ii) the determined stop peripheral region of this shaft change unit and to compare the collision area of the shaft change units, and iii) to trigger a stop signal for the other of the two shaft change units if the comparison gives an expected coverage of the stop perimeter area and the collision area. According to one embodiment, the collision area used can also be increased by a safety margin to compensate for any inaccuracies in the calculation.

1. a) zwei erste Aufzugschächte mit jeweils einer ersten Führungseinrichtung, die jeweils schachtfest und jeweils parallel zu einer ersten, insbesondere vertikalen, Schachtachse ist. Die erste Führungseinrichtung ist insbesondere fest in dem ersten Aufzugschacht angeordnet und entlang der ersten Schachtachse ausgerichtet. Die erste Führungseinrichtung weist insbesondere wenigstens eine erste Führungsschiene auf, an welcher einer oder mehrere Fahrkörbe entlang der ersten Schachtachse in beide erste Längsrichtungen durch den ersten Aufzugschacht geführt werden können.
2. b) einen zweiten Aufzugschacht mit einer zweiten Führungseinrichtung, die schachtfest und parallel zu einer zweiten, insbesondere horizontalen, Schachtachse ist, wobei der zweite Aufzugschacht die ersten Aufzugschächte jeweils an einer Schachtkreuzung schneidet. Die zweite Führungseinrichtung ist insbesondere fest in dem zweiten Aufzugschacht angeordnet und entlang der zweiten Schachtachse ausgerichtet. Die Schachtkreuzungen sind jeweils derart ausgebildet, dass an ihnen jeweils eine Schachtwechseleinheit zum Umsetzen von Fahrkörben der Aufzuganlage angeordnet ist. Die Schachtwechseleinheiten sind jeweils um eine Ausrichtachse zwischen einer Ausrichtung entlang der ersten Schachtachse des ersten Aufzugschachts und einer Ausrichtung entlang der zweiten Schachtachse des zweiten Aufzugschachts überführbar, wobei beide Schachtwechseleinheiten jeweils eine radiale Erstreckung und die beiden radialen Erstreckungen eine Überdeckung aufweisen, mit, insbesondere aus, der ein potentieller Kollisionsbereich bezüglich eines Umfangsbereichs um die Ausrichtachse jeder Schachtwechseleinheit ableitbar, insbesondere berechenbar, ist.
3. c) eine Steuereinheit zum Ansteuern einer Ausrichtbewegung der Schachtwechseleinheiten. Die Steuereinheit kann insbesondere separat für eine oder mehrere Schachtwechseleinheiten und/oder als logischer und/oder körperlicher Teil einer Steuereinrichtung der Aufzugsanlage ausgebildet sein. Insbesondere handelt es sich bei der Steuereinheit um eine fachübliche Industriesteuerung und/oder wenigstens eine Komponente davon. Die Steuereinheit ist insbesondere dazu eingerichtet, Bewegungsspezifika der Schachtwechseleinheiten und/oder der Fahrkörbe der Aufzugsanlage zu überwachen, beispielsweise mittels einer Auswertung von Sensorwerten und/oder von Betriebsmodellen.

According to a further aspect of the invention, an elevator installation is provided, wherein the elevator installation comprises:

1. a) two first elevator shafts, each with a first guide device, which is in each case shaft-fixed and each parallel to a first, in particular vertical, shaft axis. The first guide device is in particular fixedly arranged in the first elevator shaft and aligned along the first shaft axis. In particular, the first guide device has at least one first guide rail on which one or more cars along the first shaft axis can be guided in both first longitudinal directions through the first elevator shaft.
2. b) a second elevator shaft with a second guide device which is shaft-fixed and parallel to a second, in particular horizontal, shaft axis, wherein the second elevator shaft intersects the first elevator shafts each at a shaft intersection. The second guide device is in particular fixedly arranged in the second elevator shaft and aligned along the second shaft axis. The shaft intersections are each designed in such a way that a shaft changing unit for transferring cars of the elevator system is arranged on each of them. The shaft changing units are each transferable about an alignment axis between an alignment along the first shaft axis of the first elevator shaft and an alignment along the second shaft axis of the second elevator shaft, wherein both shaft changing units each have a radial extension and the two radial extensions have an overlap, with, in particular, a potential collision area with respect to a circumferential area about the alignment axis of each shaft changing unit can be derived, in particular can be calculated.
3. c) a control unit for controlling an alignment movement of the shaft changing units. The control unit may in particular be designed separately for one or more shaft changing units and / or as a logical and / or physical part of a control device of the elevator installation. In particular, the control unit is a customary industrial control and / or at least one component thereof. The control unit is in particular configured to monitor movement specifics of the shaft changing units and / or the elevator cars of the elevator installation, for example by means of an evaluation of sensor values and / or operating models.

The control unit and / or the elevator installation also has a safety device according to an embodiment of the invention. If the following is the speech of a property or a feature of the control unit, this feature or this feature is also attributed to the safety device, if that makes sense.

According to one embodiment, the elevator installation has at least two, in particular a plurality or a multiplicity, of elevator cars which can be moved along the guide devices and the shaft changing units, each with a first car body extension along the first shaft axis and a second car cage extension along the second shaft axis. The car can be moved in particular along at least two different shaft axes. In particular, a plurality of cars are provided in the elevator installation, which in the normal case all have at least substantially the same car body extensions.

According to a further aspect of the invention, a method for operating an elevator installation is provided, wherein the elevator installation can be designed according to an embodiment of the invention. The method comprises at least the following method steps: i) determining an expected stop perimeter area of one of the shaft change units with respect to the alignment axis of this shaft changer unit, starting from a current alignment position of the latter Ii) comparing the determined stop circumferential range of this shaft changing unit and the collision range of the shaft changing units; and iii) triggering a stop signal for the other of the two shaft changing units if the comparison shows an expected overlap of the stop Range and collision area.

Among other things, the invention is based on the finding that elevator systems with intersecting elevator shafts have a multiplicity of potential collision risks which do not exist in classic elevator systems with a single elevator shaft or several parallel shafts.

For example, if two manhole intersections are arranged so close together that their radial extensions occurring along the alignment movement about the viewing axis partially overlap each other, a potential collision area results, in which the alignable components of the two shaft changing units, for example the third guide devices and / or the rotary platform can collide with each other when there is an unfavorable combination of alignment movements.

In addition, the invention is based, inter alia, on the finding that further alignment of a shaft changing unit must be prevented if a different shaft changing unit is already arranged in the collision area or if it is not possible to prevent the other shaft replacement unit from being moved due to the movement specifics of the other shaft changing unit Collision area will arrive. This case exists, for example, if, despite a maximum braking, retraction of the other shaft changing unit into the collision area can no longer be prevented, in particular avoided.

The invention is based, inter alia, on the idea of assigning a stop signal to those shaft changing units which move to the shaft intersection, when another shaft changing unit is already in the collision area, and / or to prevent the other shaft changing unit from being prevented - For example, in an immediately triggered full braking - enters the collision area. According to one embodiment, a stopping signal for a shaft changing unit can also be arbitrarily assigned, which can stop in time to prioritize the other shaft changing unit in carrying out the alignment movement.

In the present case, a stop signal is to be understood as meaning in particular a signal of the control unit, in particular of the safety device, by means of which it is ensured that a shaft changing unit affected thereby does not enter the collision area while the stop signal is present. For this purpose, in particular a braking process with maximum and / or predetermined intensity and / or duration can be initiated. The stopping signal for the affected shaft changing unit can be canceled, for example, if the shaft change unit triggering the stop signal has left the collision area and / or if a collision is no longer to be feared due to the relative movement specifics (positions, speeds, accelerations) of the two shaft changing units.

In order to facilitate a real-time control concept and / or an integration of the control of the shaft changing units in a higher-level control system of the elevator system, according to one embodiment, the control unit, in particular the safety device, access to an operating model, in particular to a control model and / or a state model, the elevator system in particular: 1) the radial dimensions of the shaft changing units to be used for calculating the respective radial extent of the shaft changing units, and / or 2) the overlap of the radial extensions to determine the collision range, and / or 3) the braking distances to be used Chute change unit as a function of a travel speed.

In the present case, a braking distance of the car can also be understood, for example, to mean the entire path along a hoistway, which is required as from the occurrence of the need for braking in order first to determine the necessity (for example by means of the control unit) and then to initiate the braking and to bring to completion (for example by means of the control unit in cooperation with at least one braking element and / or gravity).

If in the present case of a car is mentioned, although primarily an elevator car meant for the transport of persons and / or loads; However, the term "car" also includes maintenance vehicles, breakdown assistance vehicles, etc. in the elevator shaft, in particular those which can likewise be moved on the guide devices.

In particular, the control unit, in particular the safety device, on at least one operating model of the elevator installation and / or a car and / or a shaft change unit To fall back on. This recourse can be made in particular by a wired or wireless connection to a database, wherein the database can be stored, for example, on a memory of the control unit itself and / or on a company server and / or on a cloud-based memory.

Such an operating model can be understood, for example, as a control model with a table work in which different characteristics of at least one influencing variable (for example influencing the travel movement of the car and / or the alignment movement of the shaft changing unit) are respectively related to at least one value of at least one by the control unit to be influenced control variable.

In the present case, for example, combinations of an alignment position of a shaft change unit along an alignment path (in particular an angular position with respect to the circumference of the alignment axis) and of advance angles and / or caster angles with respect to the circumference can be linked on the one hand to a statement as to whether a part of the collision region also lies along the determined contact region , If this is the case, for example, the stop signal can be triggered for the other shaft change unit.

By means of such a control model, the control unit, in particular the safety device, in dependence on the determined combination of a peripheral area of the shaft changing unit and a collision area to derive whether a stop signal is required. The tables needed for this purpose, for example, derived in the development phase experimentally and / or determined by computer models relationships between an influencing variable and a control variable and stored in the database, and may for example be part of a so-called 'digital twin' the device.

Additionally or alternatively, an operating model of the elevator system and / or the third guide device can be understood, for example, as a state model with a table work in which different characteristics of at least one auxiliary variable, of whose expression at least indirectly an expression of an influencing variable (with influence on the elevator installation and / or the shaft change units and / or the cars) depends, in each case in relation to each at least one expression of this influence.

In the present case, for example, characteristics of auxiliary quantities such as a motor current, an engine torque and / or a rotational increment of a drive motor of the shaft changing unit can be linked with a statement as to which position of the alignment path the shaft changing unit is currently traveling at which alignment speed. By means of such a state model it is possible-in particular also without recourse to a sensor detection of characteristics of the influencing variable-to determine a currently existing expression of the influencing variable. The ascertained characteristic can then be fed, for example, into a control model of the operating model in order to suitably control the elevator installation and / or the shaft changing units and / or the elevator cars. The tables required for this purpose can be derived, for example, from relationships determined in the development phase experimentally and / or by means of computer models between an influencing variable and a control variable and stored in the database, and can for example be part of a so-called digital twin 'of the device.

In order to further improve the collision safety, according to one embodiment, the stop signal is designed such that the affected shaft change unit is transferred to a safe state, in particular with the drive switched off and the brakes maximally activated.

In order to be able to prioritize the alignment movements of the shaft changing units, it is provided according to an embodiment to continuously monitor all shaft changing units during the operation of the elevator system. According to one embodiment, this monitoring means, in particular, that it is continuously determined for one, in particular for each, shaft changing unit whether entry into the collision area is still to be prevented. Then, according to an embodiment, the control unit, in particular the safety device, can trigger the stop signal for the one of the two shaft change units if the comparison reveals that no overlap of the stop circumferential area and the collision area is to be expected. If a shaft change unit is thus prevented from entering the collision area, this results in the possibility of preferably allowing the other shaft changer unit to enter the collision area.

In order to be able to reliably prevent collisions even for operating cases in which a shaft changing unit has already moved into the collision area, the safety device is designed, iv) to determine a current circumferential area of a shaft changing unit, v) the determined circumferential area and the collision area and vi) trigger the stop signal for the other of the two slot change units when the comparison gives an overlap of the current perimeter area and the collision area.

For an ongoing application of the safety device during operation of the elevator installation, according to one embodiment, the safety device is set up to carry out a method according to one of the following claims simultaneously with each of the shaft changing units, in particular many times per second.

According to one embodiment, the stop signal for the one of the two shaft change units is triggered when the comparison shows that no overlap of the stop circumferential area and the collision area is to be expected.

According to one embodiment, the method additionally comprises the steps of: iv) determining a current circumferential area of the one bay change unit, v) comparing the determined peripheral area and the collision area, and vi) triggering the stop signal for the other of the two bay change units, if the comparison provides coverage of the current perimeter and collision area.

For an easier control of the stop signal, the braking distance is determined according to an embodiment as a function of a speed of the shaft changing unit, and in particular also of an operating model designed as a braking distance state model.

A simpler control of the stopping signal can also be achieved according to an embodiment by calculating the current circumferential area of the shaft changing unit (in particular in the area of the maximum radial extension) starting from a current offset angle to the reference axis and depending on a lead angle and a caster angle. According to one embodiment, the stop perimeter area is calculated, in particular additionally, in dependence on the current perimeter area.

According to one embodiment, the space occupied by a shaft changing unit, in particular in the region of its radial extent, starting from an alignment position, which relates in particular to a central axis of the shaft changing unit, is described by a lead angle and a caster angle in the circumferential direction. In other words, the lead angle and the caster angle indicate in which circumferential circumference area radially outside of the shaft changing unit components are arranged which could potentially collide with the components also located radially on the outside of the other shaft changing unit.

Thus, in particular, the extent of the alignable components of the shaft changing unit can be provided radially on the outside in the form of a circumferential angular range, which can be compared, in particular, with the collision region, which can also be specified in the form of a circumferential angular range.

A simpler control of the stop signal can also be achieved according to an embodiment in that the collision area of the two shaft changing units is calculated as a function of the points of intersection, in particular of the circumferential lines, of the radial extensions of the shaft changing unit.

In order to cover the different directions of rotation and combinations of directions of rotation in the orientation of the two shaft changing units, the method is carried out simultaneously and / or successively for both directions of rotation in the alignment movement, and / or the method is in opposite or in the same direction of rotation Alignment movements carried out.

In order for the invention to work, in particular, with a common type of guide arrangement such as a backpack guide, according to one embodiment, the guide means comprise at least one guide rail (and preferably comprise at least one guide rail) so that the third guide means of the shaft changer unit has a third guide rail running along one of the guide rails Rotary path formed alignment line is rotatable for aligning and which is fixedly mounted on a rotating platform of the shaft changing unit, which is in particular at least indirectly attached to a shaft wall of the shaft intersection.

From an elevator shaft is present not only then when the elevator shaft has its own boundary walls. Thus, in the present case, for example, two elevator shafts are mentioned, if they are arranged parallel to one another without an intermediate wall and / or if these intersect each other, without the shaft intersection being delimited by shaft walls. In the present case, the term manhole can also refer to the movement trajectory of the car, and is not limited to the existence of shaft walls.

• 1 in einer schematischen Seitenansicht den grundlegenden Aufbau einer Aufzugsanlage mit zwei Schachtkreuzungen, die mit einander überdeckenden radialen Erstreckungen angeordnet sind, sowie einer Sicherheitsvorrichtung nach einer beispielhaften Ausführung der Erfindung; und
• 2 in einer schematischen Seitenansicht den in 1 markierten Bereich I der Aufzugsanlage mit den Schachtkreuzungen in einem Betriebsfall der Sicherheitsvorrichtung, in welchem gemäß einem beispielhaften Verfahren ein Anhaltesignal für eine der Schachtwechseleinheiten ausgelöst wird.

Other features, advantages and applications of the invention will become apparent from the following description taken in conjunction with the figures. It shows:

• 1 in a schematic side view of the basic structure of an elevator system with two shaft intersections, which are arranged with overlapping radial extensions, and a safety device according to an exemplary embodiment of the invention; and
• 2 in a schematic side view of the 1 marked area I of the elevator installation with the shaft intersections in an operating case of the safety device, in which, according to an exemplary method, a stop signal for one of the shaft changing units is triggered.

1 shows parts of an elevator system according to the invention 10 , The elevator system 10 comprises fixed, designed as guide rails first guide means 6 along which each of at least two, in particular at least substantially identically formed, cars 1A . 1B can be guided by a backpack storage. The first guide facilities 6 are vertical in a first chess direction z aligned and allow, for example, the car 1A (Represented for all vertically moving cars) between different floors is movable. Parallel to each other are in two parallel, first vehicle shafts 2.1 . 2.2 Arrangements of such first guide means 6 arranged along which the cars 1 based on a backpack storage along the associated first shaft axis z1 or. z2 can be performed. Cars in the one shaft 2.1 can be largely independent and unhindered by cars 1 in the other shaft 2.2 at the respective first guide means 6 move. The shafts 2.1 and 2.2 are arranged relatively close to each other in the embodiment, so that between the shafts 2.1 and 2.2 no shaft wall is arranged.

The elevator system 10 further comprises fixed, formed as guide rails second guide means 7 along which each of the cars 1 (Represented here represent the car 1B ) can be guided by the backpack storage. The second guide devices 7 are horizontal in a second chess direction y aligned, and allow the cars 1 can be moved within a floor. Further, the second guide means connect 7 the first guide facilities 6 the two shafts 2.1 . 2.2 together. Thus, the second guide means serve 7 also for transferring and moving the car 1 between the two shafts 2.1 and 2.2 For example, to run a modern paternoster operation.

In the exemplary embodiment, the second guide devices extend 7 along a second elevator shaft 9 , the first two elevator shafts 2.1 and 2.2 at one shaft intersection 4.1 or. 4.2 cuts. In other embodiments in the context of the invention, the shaft intersection may also be designed in the sense of a T-junction.

At these shaft intersections 4.1 and 4.2 is the car 1 each formed as a guide rails third guide means 8th from the first leadership facilities 6 on the second guide means 7 and conversely transferable. The third management facilities 8th are rotatable with respect to a rotation axis A1 or. A2 , each perpendicular to a yz plane (and thus parallel to a x -Axis of the elevator installation), which passes through the first and the second guide devices 6 . 7 is spanned.

All guide rails 6 . 7 . 8th are at least indirectly on at least one shaft wall of a shaft 2 and / or a shaft 9 attached. The shaft wall defines in particular a stationary reference system of the shaft. In particular, the term shaft wall also includes, in particular, a stationary frame structure of the shaft, which carries the guide rails. The rotatable third guide rails 8th are mounted on a turntable, which together at least with the third guide means a shaft change unit 3 formed.

Such plants are basically in the WO 2015/144781 A1 as well as in the German patent applications 10 2016 211 997.4 and 10 2015 218 025.5 described. In this context, 10 2016 205 794.4 describes in detail an arrangement with an integrated platform rotating bearing and a drive unit for rotating the shaft changing unit 3 which is also exemplary in the context of the present invention for storage and as a rotary drive for the shaft changing unit 3 can be used.

The two shaft changing units 3.1 and 3.2 are according to the small spacing of the elevator shafts 2.1 and 2.2 arranged so close to each other that due to the radial extensions 25 or. 35 between the axes of rotation A 1 and A 2 an overlap 13 the radial extent 25 and 35 results. This cover 13 results in a potential collision area 14 which determines the need for a stop signal 101 possibly with a security surcharge 15 can be used enlarged.

The collision area 14 is in the 1 and 2 shown backed with a check pattern and results in the illustrated embodiment from the size of the overlap 13 the two radial extensions 25 and 35 , as well as the size of the radial extensions 25 and 35 itself, in particular from the intersections of their peripheral lines. Expressed as the circumferential angle range, the collision area results 14 for the one bay change unit 3.1 to a peripheral area defined as follows: on the one hand, greater than the angle 22 in one direction of rotation and on the other hand larger than the angle 23 in the other direction of rotation, each starting from the reference axis z1 , For the other shaft change unit 3.2 results in the collision area 14 expressed as a circumferential angle range to a peripheral region, which is defined as follows: one hand, greater than the angle 33 in one direction of rotation and on the other hand greater than the angle 32 in the other direction of rotation, each starting from the reference axis z2 ,

All angles for explaining the embodiment are due to the better representation on parallels to a first shaft axis z based. Other reference axes are of course also usable in the usual way.

The elevator system 10 has a control unit 16 with access to different operating models 17 on, with the control unit 16 in addition a security device 100 according to an exemplary embodiment of the invention. In the embodiment, the control unit 16 set up, operating conditions of the cars 1 and the shaft changing units 3 to capture, process, as well as the cars 1 and the shaft changing units 3 to control with respect to the intended movements.

In 2 is the in 1 with a double dotted dash line marked section I of the elevator system 10 enlarged and with more details than in 1 shown. The detail display shows only the two shaft change units 3.1 and 3.2 at the shaft intersections 4.1 and 4.2 without the shaft intersections 4 surrounding components of the elevator installation 10 ,

In the illustrated operating case, the shaft change unit 3.1 just clockwise along the alignment track φ1 at an angular velocity v1 from an orientation in the first shaft axis z1 in an orientation in the second shaft axis y transferred. At the same time, the shaft changing unit 3.2 just counterclockwise along the alignment track φ2 at an angular velocity v2 from an orientation in the first shaft axis z2 in an orientation in the second shaft axis y transferred. Because of the overlap 13 the radial extent 25 and 35 is with a collision of the two shaft changing units 3.1 and 3.2 if both alignment movements are completed.

The following is based on the representation of 2 an exemplary method for operating the elevator installation 10 with the goal of potential collisions between the shaft changing units 3.1 and 3.2 to prevent. By means of the safety device 100 is monitored in the embodiment, whether the shaft change unit 3.2 for preventing a collision with the shaft changing unit 3.1 must be stopped, for example, because it is no longer possible at the time detected, a retraction of the shaft change unit 3.1 in the collision area 14 still to prevent. The exemplary method below in particular based on the monitoring of movement specifics of the shaft change unit 3.1 shown.

Step i): Through the security device 100 is first - by means not shown, suitable sensors and / or by resorting to an operating model 17 a current peripheral area of the shaft changing unit 3.1 at the maximum radial extent 25 determined. This is calculated in the exemplary embodiment on the basis of a current offset angle 26 a central axis of the shaft changing unit 3.1 , where on the offset angle 26 in the respective direction of rotation a lead angle 20 and a caster angle 27 is applied. The solid black circles at the circumference of the radial extent 25 accordingly symbolize the current circumferential area of the shaft changing unit 3.1 , The current registration position 21 the shaft change unit 3.1 Thus, it is determined from the front end of the current circumferential range with respect to the direction of rotation.

The expected stop perimeter area 28 the shaft change unit 3.1 is determined by the safety device 100 on a braking distance state model in operating model 17 resorting to information about an expected braking distance (angle) 24 at the determined (angle) speed v1 is deposited. According to one embodiment, the expected stop perimeter area 28 depending on the expected braking distance 24 also be determined directly from a corresponding further rotation of the determined, present scope. The expected stop perimeter area 28 is in 2 at the circumferential line of the radial extent 25 arranged between the two symbolic big black diamonds.

Step ii): The determined stop peripheral area 28 (and / or according to the determined stop position 21 * ) is determined with the hit area 14 by comparing, for example, whether the angular range of the stop perimeter area 28 has an overlap with the angular range due to the critical angle 22 and 23 of the collision area 14 is defined.

Step iii): If the comparison of step ii has an expected coverage of the stop perimeter area 28 and the collision area 14 yields, releases the safety device 100 a stop signal 101 for the shaft changing unit 3.2 out. In the illustrated operating case, such an overlap results between the stop circumferential region 28 and the collision area 14 , The consequently triggered stop signal 101 the safety device 100 concerns the car 1.1 that is just about the axis of rotation A2 on the production area 14 too moved, so that a collision is to be feared.

As the illustration in 2 can be seen, is the triggering of the stop signal 101 for the shaft changing unit 3.2 done on time. After receiving the stop signal 101 can the shaft change unit 3.2 be braked sufficiently to pass after passing a braking distance 34 at a stop peripheral area 38 to come to a halt (v2 = 0). This stop perimeter area 38 extends circumferentially about the axis of rotation 2 not yet so far as to deal with the collision area 14 would cover. In this way, a risk of collision between the two shaft change units 3.1 and 3.2 prevented.

If - unlike in 2 shown - in the process steps i) -iii) no expected coverage of the stop peripheral area 28 and the collision area 14 results, it can be additionally determined whether an overlap between the collision area 14 and the current peripheral area of the shaft changing unit 3.1 results. For this purpose, the following method steps are carried out, iv) using the current circumferential area determined in step i (corresponds to the lead angle 20 plus the caster angle 27 , starting from the current offset angle 26 ; is at the circumferential line of the radial extent 25 arranged between the two symbolic large black dots) of the shaft changing unit 3.1 , v) comparing the used peripheral area and the collision area 14 , and vi) triggering the stop signal 101 for the shaft changing unit 3.2 if the comparison is an overlap of the current stop perimeter area and the collision area 14 results.

Of course, method steps i) to iii) or i) to vi) can also be used to determine an expected stop peripheral range in an analogous manner 38 the other shaft change unit 3.2 and then to evaluate a comparison with the collision area 14 be used. The analogous to the procedure for the shaft change unit 3.1 are to be used 2 and the list of reference numerals. The process takes place in substantially the same manner, only starting from the other shaft changing unit 3.2 ,

LIST OF REFERENCE NUMBERS

1

car

2

first elevator shaft (for example vertically)

3

Inputbins unit

4

bay crossing

6

first guide device (for example guide rail)

7

second guide device (eg guide rail)

8th

third guide device (eg guide rail)

9

second elevator shaft (for example horizontally)

10

elevator system

12

shaft wall

13

Overlap of the radial extension of the shaft changing units

14

Collision area of the shaft changing units

15

safety margin

16

control unit

17

operating model

20, 30

Lead angle of the shaft change unit

21, 31

Alignment position (especially angular position) of the shaft changing unit in the circumferential direction

22, 32

Limit angle of the collision area in a first alignment direction

23, 33

Limit angle of the collision area in a second alignment direction

24, 34

predetermined and / or minimum braking distance of the shaft changing unit

25, 35

radial extent of the shaft changing unit

26, 36

Offset angle to the reference axis

27, 37

Caster angle of the shaft change unit

28, 38

Stop circumferential area of the shaft changing unit

100

safety device

101

stop signal

φ

aligning

v

Speed of a car

x; A

Depth axis of the car; Rotary axis of the shaft changing unit

y

Extension axis of a second elevator shaft

z, M

Extension axis of a first elevator shaft, center axis between the two first elevator shafts

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• WO 2015/144781 A1 [0002, 0049]
• DE 102016211997 [0002, 0049]
• DE 102015218025 [0002, 0049]
• EP 1698580 A1 [0003]
• EP 2607282 A1 [0003]

Claims (14)

Safety device (100), in particular for an elevator installation (10) with two shaft intersections (4), on each of which a shaft changing unit (3.1, 3.2) for moving cars (1) of the elevator installation (10) is arranged, wherein the shaft changing units (3) each being alignable about an alignment axis (A1, A2) between an alignment along a first shaft axis (z1, z2) of a first hoistway (2.1, 2.2) and an alignment along the hoistway axis (y) of a second hoistway (9), and both Shaft change units (3) each have a radial extent (25, 35) and the two radial extensions (25, 35) have an overlap (13), with a potential collision area (14) with respect to a peripheral area about the alignment axis (A) of each shaft change unit derivable, characterized in that the security device (100) is arranged, i) starting from a current alignment position (21, 31) of a de r two shaft changing units (3) and depending on an expected braking distance (24, 34) to determine an expected stop peripheral region (28, 38) of this shaft change unit (3.1) with respect to the alignment axis (A) of this shaft change unit (3.1), ii ) to compare the determined stop peripheral area (28, 38) of this shaft changing unit (3.1) and the collision area (14) of the shaft changing units (3.1, 3.2), and iii) to trigger a stop signal (101) for the other of the two shaft changing units (3.2) if the comparison gives expected coverage of the stop perimeter area (28, 38) and the collision area (14). Safety device (100) according to Claim 1 characterized in that the safety device (100) is adapted to trigger the stop signal (101) for the one of the two shaft changing units (3.1, 3.2) when the comparison reveals that no overlap of the stop peripheral portion (28, 38) and of the collision area (14) is to be expected. Safety device (100) according to one of Claims 1 or 2 , characterized in that the stop signal (101) is formed so that the affected shaft change unit (3.1, 3.2) is transferred to a safe state. Safety device (100) according to one of Claims 1 to 3 characterized in that the safety device (100) is adapted to iv) determine a current circumference area (26; 20, 27) of a shaft changing unit (3.1), v) the detected peripheral area (26; 20, 27) and the collision area (Vi) and vi) trigger the stop signal (101) for the other of the two chute change units (3.2) if the comparison results in coverage of the current perimeter area (26; 20, 27) and collision area (14). Elevator installation (10), comprising: - two first elevator shafts (2.1, 2.2), each with a first guide device (6), which is shaft-fixed and parallel to a first shaft axis (z1, z2), - a second elevator shaft (9) with a second Guide device (7), which is shaft-fixed and parallel to a second shaft axis (y), wherein the second elevator shaft (9) intersects the first elevator shafts (2) each at a shaft intersection (4.1, 4.2), wherein the shaft intersections each have a shaft changing unit (3.1 , 3.2), on which a shaft change unit (3) for moving of cars (1) of the elevator system (10) is arranged, to which the shaft changing units (3) each about an alignment axis (A1, A2) between an alignment along the shaft axis (z ) of the first elevator shaft (2) and an alignment along the shaft axis (y) of the second elevator shaft (9), and wherein both shaft changing units each have a radial extent (25, 35) and the two radial extensions have an overlap (13) with which a potential collision area (14) can be derived with respect to a circumferential area about the alignment axis (A) of each shaft change unit, and - a control unit (16) for actuating an alignment movement (φ1 , φ2) of the shaft changing units (3.1, 3.2), characterized in that the control unit (16) comprises a safety device (100) according to one of the preceding claims. Elevator installation (10) according to Claim 5 , characterized in that the safety device (100) is adapted to perform simultaneously to each of the shaft changing units (3.1, 3.2) a method according to one of the following claims, in particular many times per second. Method for operating an elevator installation (10) according to one of the Claims 5 or 6 characterized by the following method steps: i) determining an expected stop peripheral region (28, 38) of one of the shaft changing units (3.1) with respect to the alignment axis (A1) of said shaft changing unit (3.1), starting from a current alignment position (21, 31) thereof Shaft changing unit (3) and in dependence on an expected braking distance (24, 34), ii) comparing the determined stop peripheral area (28, 38) of this shaft changing unit (3.1) and the collision area (14) of the shaft changing units (3.1, 3.2), and iii) triggering a stop signal (101) for the other of the two shaft change units (3.2), if the comparison results in an expected overlap of the stop perimeter area (28, 38) and the collision area (14). Method according to Claim 7 , characterized in that the stop signal (101) for the one of the two shaft changing units (3.1, 3.2) is triggered when the comparison shows that no overlap of the stop peripheral region (28, 38) and the collision region (14) is to be expected , Method according to one of Claims 7 or 8th characterized by the following method steps: iv) determining a current circumferential region (26; 20, 27) of the one shaft changing unit (3.1), v) comparing the determined peripheral region (26; 20, 27) and the collision region (14), and vi) Triggering the stopping signal (101) for the other of the two shaft changing units (3.2) when the comparison results in an overlap of the current circumferential area (26; 20, 27) and the collision area (14). Method according to one of Claims 7 to 9 , characterized in that the braking distance (24, 34) is determined as a function of a speed (v1, v2) of the shaft changing unit (3.1, 3.2). Method according to one of Claims 7 to 10 characterized in that the current peripheral region (26; 20, 27) is based on a present offset angle (26, 36) relative to the reference axis (z1, z2) and a lead angle (20, 30) and caster angle (27, 37 ) is calculated. Method according to one of Claims 7 to 11 characterized in that the stop perimeter area (28, 38) is calculated in response to the current (26; 20, 27) perimeter area. Method according to one of Claims 7 to 12 , characterized in that the collision area (14) of the two shaft changing units (3.1, 3.2) is calculated as a function of the points of intersection of the radial extensions (25, 35) of the shaft changing units (3.1, 3.2). Method according to one of Claims 7 to 13 , characterized in that the method is carried out simultaneously and / or successively for both directions of rotation during the alignment movement (φ1, φ2), and / or that the method is carried out in the opposite or in the same direction of rotation of the alignment movements (φ1, φ2).

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