DE102022124567A1 - Method for operating an elevator system - Google Patents

Abstract

Method for operating an elevator system (50), wherein the elevator system (1) has an elevator shaft in which at least a first car (51a) can move, in order to avoid a collision of the first car with a collision object (51b, 52W), in particular a second car (51b) or a shaft end (52W), if necessary, an emergency braking of the first car (51a) is triggered, whereby to initiate the emergency braking, an emergency braking distance to a stop point (SP) is continuously calculated and with a current distance (d) of the first car is compared to the collision object (51b, 52W), the calculation being based on a deceleration value (b) for the car, the deceleration value (b1, b2, b3) underlying the calculation being variable and being determined depending on a driving situation .

Description

The invention relates to a method for operating an elevator system.

The EP 3 224 175 B1 discloses a method for operating an elevator system with several cars. The cars are designed to move separately in different directions. The cars are each moved separately in a subsequent operation and a stop point is continuously predicted for each car at least for one direction of travel, at which the car must be able to stop if necessary. The distance between the predicted stop points of adjacent cars is continuously determined, with the elevator system being transferred to a safety mode when a negative distance between the stop points is determined. In a safety mode, emergency braking is then carried out to avoid a collision. The collision can then be safely avoided by emergency braking. For this purpose, a theoretical deceleration value for emergency braking is used mathematically.

In the event of emergency braking while traveling downwards, the passenger stands securely on his feet and can safely absorb the vertically upward braking force using his legs.

In the elevator system of the aforementioned method, emergency braking may also be necessary during upward travel or during sideways travel. However, there is a significant risk of injury when emergency braking occurs while driving upwards or sideways. In the event of an emergency braking in the lateral direction, the passengers will inevitably skid in the lateral direction; In the event of emergency braking while ascending, passengers can lose traction and be thrown headfirst into the cabin ceiling.

When applying the stop point concept, as in the EP 3 224 175 B1 Consequently, the deceleration value during emergency braking during sideways travel and upward travel must not be too large.

Lower deceleration values reduce the risk of injury, but in practice also result in longer stopping distances and stopping times. The car speed must therefore be reduced early on when approaching a collision object in order to avoid emergency braking due to the stop point concept.

It is the object of the present invention to provide an improved method for operating an elevator system.

The object on which the invention is based is achieved by a method and an elevator system according to the main claims; Refinements are the subject of the subclaims and the description.

In order to avoid the risk of possible injuries to passengers during emergency braking and at the same time to achieve normal operation as quickly as possible, different braking scenarios are now being introduced. The braking scenarios differ in the deceleration values on which the calculation is based.

During the ongoing check based on the stop point concept, it is constantly checked which deceleration value should be used as a basis for determining or calculating the need for emergency braking.

If the emergency braking were to be carried out with a large deceleration value, the stop point concept would allow the car to approach a collision object at a smaller safety distance or at an increased travel speed.

If the emergency braking were to be carried out with a smaller deceleration value, the stop point concept would allow the car to approach a collision object at a greater safety distance or at a lower travel speed.

The invention now provides for the deceleration value of the emergency braking to be determined as a function of the current travel speed of the elevator car and for the emergency braking to then be carried out as required based on the determined deceleration value.

For this reason, depending on the distance between the cabin and other objects, a decision is made as to whether and with which braking scenario the cabin should be stopped. This means that, on the one hand, it can be ensured that the load on the passengers is only as high as necessary, and on the other hand, if necessary, a braking scenario with shorter stopping distances can be selected during the deceleration.

In particular, the invention provides for deceleration to be carried out with a larger deceleration value when the driving speed is low; at higher driving speeds the ver delay is carried out with a smaller delay.

It should be emphasized that the delay relates to the use of the safety brake. The safety brake is triggered if the current driving situation could become unsafe, especially if the car approaches an obstacle at too high a speed and there is a risk of a collision.

This does not affect the driving control of the car, which sets the speed of the car during normal operation.

A collision object can be, for example, a car adjacent in the shaft, a shaft end, in particular an upper shaft end of a vertical shaft or a side shaft end of a horizontal shaft.

• 1 ausschnittsweise eine erfindungsgemäße Aufzugsanlage in schematischer Darstellung;
• 2 ausschnittsweise die Aufzugsanlage nach 1 in Frontalansicht während einer Horizontalfahrt eines Fahrkorbs;
• 3 ausschnittsweise die Aufzugsanlage nach 1 in Frontalansicht während einer Vertikalfahrt zweier Fahrkörbe in zwei unterschiedlichen Varianten;
• 4 ein erstes Kennfeld für die Betriebsparameter einer Notbremsung;
• 5 ein zweites Kennfeld für die Betriebsparameter einer Notbremsung;
• 6 basierend auf dem Kennfeld nach 5 eine Gegenüberstellung eines konventionelles Abbremsvorgangs gegenüber einem Abbremsvorgang entsprechend der vorliegenden Erfindung.

The invention is explained in more detail using the following figures; herein shows:

• 1 detail of an elevator system according to the invention in a schematic representation;
• 2 a section of the elevator system 1 in frontal view during horizontal travel of a car;
• 3 a section of the elevator system 1 in frontal view during vertical travel of two cars in two different versions;
• 4 a first map for the operating parameters of emergency braking;
• 5 a second map for the operating parameters of emergency braking;
• 6 based on the map 5 a comparison of a conventional braking process versus a braking process according to the present invention.

1 shows parts of an elevator system 50 according to the invention. The elevator system 50 includes fixed first guide rails 56, along which a car 51 can be guided, for example using a backpack, and which enable the car 51 to be moved between different floors. Arrangements of such first guide rails 56, along which the car 51 can be guided, are arranged parallel to one another in two parallel shafts 52 ', 52".

The first guide rails 56 are aligned vertically in a first z-direction z1 (first shaft 52') or vertically in a second z-direction (second shaft 52"). Cars in the one shaft 52' can move largely independently and unhindered by cars in the other shaft 52" on the respective first guide rails 56.

The elevator system 50 also includes fixed second guide rails 57, along which the elevator car 51 can be guided using the backpack storage. The second guide rails 57 are aligned horizontally in a y-direction and enable the elevator car 51 to be movable within a floor. Furthermore, the second guide rails 57 connect the first guide rails 56 of the two shafts 52 ', 52 "to one another.

The second guide rails 57 are therefore also used when moving the car 51 between the two shafts 52 ', 52", for example to carry out a modern paternoster operation.

The car 51 can be transferred from the first guide rails 56 to the second guide rails 57 and vice versa via third guide rails 58. The third guide rails 58 can be rotated about an axis parallel to the x-direction, which is perpendicular to a y-z plane spanned by the first and second guide rails 56, 57. The movement takes place along a predefined direction of movement B. The rotation of the third guide rails is carried out using a drive (not shown in detail). The third guide rails 58 and the drive 2 are part of a transfer arrangement 1.

All guide rails 56, 57, 58 are at least indirectly attached to at least one shaft wall of the shaft 52. The shaft wall defines a stationary reference system for the shaft. The term shaft wall also includes a stationary frame structure of the shaft, which carries the guide rails. The rotatable third guide rails 58 are mounted on a rotating platform 53. The rotating platform 53 is stored by means of a storage unit 71.

Such systems are basically in the WO 2015/144781 A1 , DE 10 2019 201 511 A1 , DE 10 2016 211 997 A1 and DE 10 2015 218 025 A1 described.

The elevator system is controlled using a control device 54. This control device 54 can include a plurality of decentralized sub-control units. The control device 54 is on aimed at triggering emergency braking of a car.

Based on 2 and 3 The stop point concept is briefly explained, which is basically in the EP 3 224 175 B1 is described. Please refer to this document for a detailed description.

2 shows a first car 51a during horizontal travel. It is constantly checked whether, if necessary, emergency braking can be used to ensure that the first car 51a can be brought to a standstill in good time before or at the latest when a stop point SP is reached.

• - die aktuelle Fahrgeschwindigkeit v des ersten Fahrkorbs 51 a;
• - ein theoretischer Verzögerungswert, mit dem der erste Fahrkorb 51a im Falle einer Notbremsung abgebremst wird. Dieser zugrundeliegende theoretisch Verzögerungswert kann geringer sein als ein tatsächlicher Verzögerungswert, mit dem die Notbremsung dann tatsächlich ausgeführt würde, was im Wesentlichen zu mehr höheren Sicherheitsreserve führt. Jedoch darf der zugrundeliegende theoretisch Verzögerungswert niemals größer sein als ein tatsächlicher Verzögerungswert, da dann die Berechnung von einer Sicherheit ausgeht, die faktisch nicht existiert.

The calculation of the stop points is based on the following parameters:

• - the current travel speed v of the first car 51 a;
• - a theoretical deceleration value with which the first car 51a is braked in the event of emergency braking. This underlying theoretical deceleration value can be lower than an actual deceleration value with which the emergency braking would then actually be carried out, which essentially leads to a higher safety reserve. However, the underlying theoretical delay value must never be greater than an actual delay value, since the calculation then assumes a level of security that actually does not exist.

The delay value is generally viewed as a positive value; the greater the delay, the faster the car is braked.

If the calculation shows that in the event of emergency braking and taking the above parameters into account, the first car 51a would mathematically only come to a standstill at or behind a stop point SP, emergency braking is triggered immediately.

In the example after 2 the stopping point is defined by an end of the horizontal travel path through the shaft wall 52W, which represents the end of a horizontal elevator shaft. This stop point SP is static, that is, the stop point does not change its position.

In order to ensure safe stopping without collision with the shaft wall even in the event of a fault, a crossing path U must be provided between the rotating platform 53 and the shaft wall. In order to take the stopping distances of all braking scenarios into account, this crossing distance has so far been correspondingly large. However, in terms of building planning, this is undesirable because it requires a lot of space.

In the examples after 3 the stopping point is defined by a second car 51b. This stopping point is dynamic and changes with the movement of the two cars.

3a shows a situation in which the first car 51a and the second car 51b move towards each other. If both cars now initiate emergency braking, then the first car should come to a stop at the marked stop point SP at the latest.

3b shows a situation in which both the first car 51a and the second car 51b move upwards in the same direction. If both cars now initiate emergency braking, then in this case too the first car 51a would have to come to a stop at the marked stop point SP at the latest. However, since the second car 51b also moves further during emergency braking, the stop point SP (viewed from the perspective of the first car 51a) can lie behind the current position of the second car 51b.

In the 3 The stop points shown are dynamic stop points.

According to the present invention, the emergency braking is carried out using the characteristics maps 4 and 5 executed. The stop points are calculated accordingly.

Several braking scenarios s1, s2, s3 are provided; in the present example there are three braking scenarios.

The braking scenarios essentially differ in the assigned deceleration values b1, b2, b3 ( 4 ). A first braking scenario s1 is based on a first delay value b1, a second braking scenario s2 is based on a second delay value b2 and a third braking scenario s3 is based on a third delay value b3.

The braking scenario is selected based on the current driving speed v. The higher the driving speed, the lower the associated deceleration value b.

During the continuous calculation of the stop points, the current driving speed v is first determined; Based on the driving speed v, the deceleration value b then becomes determined, on the basis of which the stop points are calculated.

The map according to 5 shows trigger curves for the different braking scenarios s1, s2, s3.

For example, if the car is in a first operating state B1, the car travels at speed v1 at a distance d1 to the nearest stop point SP. No activation occurs because the distance to the stop point is sufficiently large. If the car now approaches the stop point without reducing speed (i.e. still at speed v1), a second operating point B2 is reached at a distance d2, which lies on the activation line of the first braking scenario s1. The emergency braking is activated.

In regular operation, however, the speed will be reduced by the regular travel control in good time before a stop point is reached, for example when approaching the end of a shaft. A third operating point B3 describes a state of the car in which the car has already been braked to a speed v2 by the regular travel control compared to the second operating point.

The third operating point B3 is also on the (extended) trigger line of the first braking scenario s1. However, the emergency braking is not triggered, as it is off according to the map 4 It is no longer the first braking scenario s1 that is valid, but the second braking scenario s2. The car is already traveling at speed v2 too slowly for the first braking scenario, so that the second braking scenario s2 is now valid.

Triggering according to another braking scenario s2, s3 is currently not possible in the third operating point B3, since the third operating point B3 with the second speed v2 is not on or below the triggering line of the second or third braking scenario s2, s3.

The fourth operating point B4 now refers to a situation in which the car is already very close to the stopping point. The car moves at a third speed v3, so that the third braking scenario occurs 4 applies. However, since the fourth operating point B4 is still above the trigger line of the valid third braking scenario s3, no triggering occurs.

As a comparison example, the 5 a fifth B5 operating point is drawn in. A distance d5 corresponds exactly to the distance d4 of the fourth operating point. The speed v5 of the fifth operating point B5 is chosen to be so low that the operating point is just above the extended trigger curve of the first braking scenario s1. It can now be seen that the first braking scenario s1 at the distance d5 only allows a speed v5 that is significantly below the permissible speed d4 of the fourth operating point B4, which is still permitted by the third braking scenario s3.

The comparison between the fourth operating point B4 and the fifth operating point B5 now makes it clear that, due to the invention, the stop points SP can be approached at a significantly higher speed and do not have to be braked down to a very low speed level at an early stage. This is based on the knowledge that high deceleration values are tolerable at low speeds. Even with a high deceleration, the risk of injury is low if the high deceleration occurs at a low driving speed. Because with a high deceleration at low speed, the passenger is only exposed to the high deceleration for a very short time.

This advantage is in 6 highlighted again. C shows the braking behavior without the stepped adjustment of the deceleration value. Here, curve C hugs the trigger curve of the first braking scenario s1 from above. I shows the braking behavior according to the invention. The stopping point can therefore be approached in a much more “sporty” manner, particularly in the final phase, i.e. with a higher average driving speed and greater deceleration, which on the one hand reduces travel times and on the other hand allows the dimensioning of the crossing path U to be reduced.

Because the brakes are braked with a significantly greater deceleration value at low speeds, the crossing route U can be behind a transfer unit ( 3a) be trained less. This is advantageous when planning buildings, as there is less side space available in the shafts.

Emergency braking can be carried out with conventional safety brakes. Different safety brakes with different braking strengths can be connected in parallel, which are activated or deactivated depending on the braking scenario. Alternatively, a safety brake can be implemented by actively adjusting a preload spring, whereby the different deceleration values can be set.

The deceleration value is determined based on the characteristic map 4 , which represents a graduated definition. It is also conceivable that the determination takes place continuously.

Reference symbol list

1

Transfer arrangement

2

drive

50

Elevator system

51

elevator car

52

shaft

52W

shaft wall

53

Rotary platform

54

Control device

56

fixed first guide rail

57

second fixed guide rail

58

third rotating guide rail

60

transmission

61

drive shaft

62

output shaft

65

traction means

64

drive sprocket

v, v1, v2, v3

Traveling speed of the car

d

reference distance

b, b1, b2, b3

Delay value

U

crossing route

QUOTES INCLUDED IN THE DESCRIPTION

This list of documents listed by the applicant was 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

• EP 3224175 B1 [0002, 0005, 0028]
• WO 2015144781 A1 [0026]
• DE 102019201511 A1 [0026]
• DE 102016211997 A1 [0026]
• DE 102015218025 A1 [0026]

Claims (7)

Method for operating an elevator system (50), wherein the elevator system (1) has an elevator shaft in which at least a first car (51a) can move, in order to avoid a collision of the first car with a collision object (51b, 52W), in particular a second car (51b) or a shaft end (52W), if necessary, emergency braking of the first car (51a) is triggered, with an emergency braking distance to a stop point (SP) being continuously calculated to initiate the emergency braking and with a current distance (d) of the first car is compared to the collision object (51b, 52W), the calculation being based on a delay value (b) for the car, characterized in that the delay value (b1, b2, b3) on which the calculation is based is variable and dependent a driving situation is determined. Method according to the previous claim, characterized in that the deceleration value (b1, b2, b3) is determined depending on a travel speed (v1, v2, v3) of the first car. Method according to the previous claim, characterized in that a first deceleration value (b1, b2) is determined when a first vehicle speed (v1, v2) is present, and a second deceleration value (b2, b3) is determined when a second vehicle speed (v2, v3) is present. is determined, wherein the second driving speed (v2, v3) is lower than the first driving speed (v1, v2), and wherein the second deceleration value (b2, b3) is greater than the first deceleration value (b1, b2). Method according to one of the preceding claims, characterized in that the collision object is the shaft end (52W) of a horizontal elevator shaft. Elevator system (50), comprising at least one fixed first guide rail (56, 57), which is fixedly aligned in a first, in particular vertical, direction; at least one fixed second guide rail (57, 56), which is fixedly aligned in a second, in particular horizontal or parallel to the first, direction; a plurality of cars (51) which are set up to move along the guide rails, at least one transfer arrangement (1) for transferring the cars from the first guide rail to the second guide rail and/or vice versa, wherein the elevator system is operated using a method according to one of the preceding claims. Elevator system (50) according to the preceding claim, comprising a control device (54) which is set up to control the elevator system. Lift system according to one of the Claims 5 or 6 , characterized by a crossing path (U) at the end of a horizontal shaft.

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