EP0163642B1 - Control system for elevator devices - Google Patents

Abstract

Control system for elevator devices, comprising at least one permanent memory wherein are stored counting values which correspond to distances travelled each time and which are obtained during a setting run, so as to determine and send during the operation the delay travels required to different selected stops. According to the present invention, there is provided a control processor, preferably a microprocessor having at least one additional permanent memory for storing all the characteristics of the device in addition to the level setting values of the various stops determined during the setting phase, as well as the approach travels and the other special functions depending on the stops. All those functions are analysed by the control processor during the normal operation.

Description

The present invention relates to a control system for elevator systems, which should be adaptable to all system-specific requirements with simple means.

As is well known, the design of controls for elevator systems taking into account special functions such as. B. Entrance stops, parking stops, and also the adaptation of the control to the structural conditions of the system such as the number of stops, the switching points for switching on the delay, especially at different stop distances and several high-speed speeds, very extensive preparation with extensive documentation and appropriate consideration manufacturing, assembly and commissioning.

Controls of this type are adapted to the circumstances when implemented by means of relays or else in electronics by means of the corresponding control design. As far as control computers have been used so far, the adjustment has been made through the individual design of the software. To do this, specially trained personnel are required for system processing, and handling the control is difficult both during commissioning and during normal operation, maintenance, etc. The lack of appropriately trained personnel has accordingly made it difficult to use control computers, and in particular also microprocessors.

In order to save maintenance and adjustment work and to guarantee a good leveling of the cabin of an elevator system in connection with an electric elevator control, the applicant has already proposed and made known DE-A-26 17 171.1) to provide a memory within the control which the stop-level positions determined on a route before starting up the elevator system by counting distance units, which are marked on the route, are entered in order to then electrically determine the corresponding switching point for switching on the deceleration of the drive when a stop is approached. In order to compensate for slip, etc., the memory value for the stop-level position in the memory is corrected whenever necessary.

A determination and evaluation of special functions and a free assignment to group controls is neither provided nor possible, so that even in a system that is equipped with such an arrangement for generating the switching point, all other functions must be specified system-specifically in the project planning.

The object of the invention is to provide a system-independent control unit which is to be preprogrammed uniformly for use cases which are to be regarded as customary and which consists of a central control unit with, if appropriate, additional modules.

This object is achieved with a control system with the features of claim 1. Advantageous refinements and developments result from the subclaims.

In the control system according to the invention, the control of the individual elevator is therefore automatically adapted to the conditions of a building by means of the information which is automatically adopted during the setting run. Since the control is set up and preprogrammed to carry out the adjustment run as well as to carry out normal operation, there is no need for any system-dependent processing and production, which also simplifies the spare parts inventory.

The additional modules are used for adaptation.

System or customer-specific special functions are carried out according to cataloged specifications, which include simple external wiring, which in turn activates control-internal software modules. The elevator control is adapted to the building with the stop specifications of the special functions by means of a setting run carried out under the control of the central control device before commissioning.

The system-specific peripheral control devices, which essentially include the means for internal command and external calls, their receipts, the status display and the continue display, are preferably designed in a normal manner, with regard to the interaction with the central microprocessor control, in terms of electrical and electronic equipment that is minimized in terms of expenditure. Means for error detection and location are also available in this area, so that it can be ascertained simply and unambiguously whether a possible malfunction in the system-dependent peripheral area or in the central microprocessor control is caused. If the central control unit malfunctions, it will be replaced. This is possible because all tax content is structured and preprogrammed in the same way. However, to adjust the exchanged central control unit to the building, an adjustment run must be carried out again.

By means of these measures according to the invention, no special knowledge of microprocessor technology is required for the design of normal elevator controls and also for the commissioning and maintenance thereof. The requirements for the technical equipment for commissioning are also reduced. and maintenance personnel on multiple measuring instruments and possibly normal oscillographs, and the required level of knowledge corresponds to that of a good electrician.

The module system explained above is also designed so that the central control unit can work together with corresponding additional modules as a supplement to the copying unit of existing relay or electronic controls, so that with the use of a suitable drive control device, modernization of older systems with a view to increasing the traffic performance and the increase in driving comfort becomes possible.

The individual functions and the modules controlling the functions are explained below in conjunction with the accompanying drawings. If the explanation is concentrated on the individual functions, this is done for reasons of clarity. The interaction of the individual problem solutions and their mutual coordination is of particular importance for the operation of the control system according to the invention.

Using the figures 1 and 2, the principle of the invention is first explained in connection with an elevator installation with four stops. 1 schematically shows the cabin route in elevation, while FIG. 2 shows the shaft cross section to the system.

In Figs. 1 is a cabin, which hangs on a support cable 2. The cabin is transported via a traction sheave 3, which is driven by a motor 4. The supporting cable 2 is guided over a deflection roller 5 and provided with a counterweight 6 at the free end.

The flush position of the cabin with the individual stops is marked by switching flags 7, which are preferably attached to the shaft doors. The switching flags 7 cooperate with an encoder 8 attached to the cabin 1.

A switching curve 9 is fastened to the cabin 1 for the control-related detection of the final stops when the cabin is approaching. This actuates the pre-limit switch VEu 10 when approaching the lowest stop and the pre-limit switch VEJ1 when approaching the top stop.

In addition to switching flags 7 for the precise identification of the flush position of the cabin on the individual floors, switching flags 12 are also installed on the individual floors for the special functions P 1 -P 4 depending on the stop for optional occupancy.

For the fully automatic control of an elevator, which is controlled according to the proposal according to the invention via a microprocessor, information about the distance traveled by the car is also required. This is derived via a segment disk 30 attached to the motor shaft, possibly with the interposition of a (not shown) gear. By segments (not shown) on this disk 30, two sensors 31 and 32 are actuated in such a way that both the distance traveled and the direction of movement can be derived from the signals emitted by the sensors.

Because of the load-dependent expansion of the suspension cable 2 and a possible suspension cable gliding over the traction sheave 3, such an arrangement is not positively coupled with the cabin movement in the shaft, but this can be done according to. can compensate and correct an older proposal with additional drive cables or by constant tracking when driving past flush position flags.

Elevator cars can have more than one door. For example, two car doors in cooperation with corresponding shaft doors can be present for loading. In special cases, up to 3 doors are possible. This is practically the maximum number, since there must be space for the counterweight on one side of the cabin. If there are several car doors, only the car door or the car doors for which there is a landing door may open when the bus stops. This must be indicated in each case by the corresponding entry and level switch flag 7.

In order to be able to capture these special features specific to the stop during the setting trip to be carried out according to the invention, the flush-position switch flags 7 and the switch flags for identifying the stop-dependent special functions P 1 - P 4 corresponding to the arrangement of 3 doors in corresponding escape lines are, as shown clearly in FIG. 3 arranged, the corresponding arrangements each with an index 12 ₁ . 12 ₂ , 12 _{3 are} provided.

During a setting trip, the microprocessor designed according to the invention is given the information as to which of the elevator doors that may be present in the corresponding stop and which other special functions must be implemented in this stop.

In the case of the figures 1-3 arrangements is assumed that the switching flags and markings are attached directly in the elevator shaft or on the doors closing the shaft on the individual floors, while the sensors attached to the car 1 are moved past the switching flags.

However, it is also possible, as shown in FIG. 4, to fasten the switching flags and markings on a chain or on a band 20 which is guided over deflection rollers 21 and 22 and is powered by the cabin. The sensors 23, which correspond to the sensors 8 in FIG. 1, can then be arranged permanently in the machine room.

In this case too, the distance covered by cabin 1 is determined by means of a segment disk 30. The segments to be attached to the segment disk are arranged in such a way that when the sensor 31 is turned clockwise, the transmitter 31 is actuated first, while when it is turned to the left, the actuator 32 is actuated done first. The transmitters 31 and 32 are not actuated between each step. With an evaluation circuit - not shown for the person skilled in the art - which can be designed by the person skilled in the art, both the distance traveled (number of revolutions of the segment disk 30) and the direction of movement of the cabin (up or down) can be determined from the successive one by the signals emitted by the two sensors Signals 31 and 32 emitted signals are determined, the path lengths between the individual floors being stored during the setting phase and, as already explained, the values can be corrected for later trips and the corresponding acceleration and deceleration commands can be determined directly.

Depending on this, the opening of the doors etc. can then also be set, embodiments with three stop switches that allow entry of the cabin with the doors already open and readjustment with the door open, and versions with only one stop switch in which an entrance with opening Doors and readjustment with an open door is not allowed to be realized.

FIG. 5 schematically shows the view of an elevator shaft from the inside in the direction of view of the layer door 150. For this view, the illustration in FIG. 2 can be viewed as a plan view. For the realization of an arrangement with cabins equipped with two or three doors, for which FIG. 3 can be viewed as a top view, the view according to FIG. 5 would have to be folded over again laterally or again opposite one another under circumstances with offset bus stops.

In any case, the switch flags already explained, which must be present at each stop for entry and leveling, are designated by 7.

To the left of the switching flags 7, open rings are shown in the illustration according to FIG. 5, which are labeled P 1-P 4 at the top of the escape line. These rings represent mounting options 151/152 for switching flags to identify special stop-dependent special functions. Depending on the requirements, these mounting points can be equipped with a switching flag. It is advisable to design the switch flags for the stop-dependent special functions somewhat longer than the switch flags 7 for the entry and flush position.

At least for the adjustment run, an escape line (P 1 - P 4), which is equipped with one or more switch flags for the stop-dependent special functions, must be equipped with a switch on the cabin in the corresponding escape line. In principle, these switches could be removed after the adjustment run. However, there are operational advantages if these switches are also present in the cabin during normal operation.

In Fig. 6, the elements that are necessary for self-adjustment of the system and also for operation are summarized in an overview. The figure shows in the upper area the sensors 31 and 32 for registering the change in level of the cabin and below the sensors 80, 81 and 82 with the indices 1 and 3 assigned to the three tracks for influencing the stop counter and for obtaining the signals for the entry and flush position. Below this, the sensors E 1, E 2 and E 3 assigned to the individual tracks for the stop-dependent special functions P 1 - P 4 are indicated. In practical operation, the stop-dependent special functions have further signal inputs and outputs according to the different functions. The display of four shaft-dependent special functions P 1 - P 4 is chosen arbitrarily. However, it should be sufficient for practical operation.

The individual signals of the named transmitters reach the CPU 52 for processing via the interrupt interface 51 and from there to the memory 53. In order to obtain the data determined during the adjustment run also over the periods in which the microprocessor control is switched off, the Data stored in non-volatile memory areas. These can be battery-backed RAMs, PROMs, EPROMs or EEPROMs, to reveal some possibilities.

During a setting run, the individual level values and the entry routes are now entered in a non-volatile memory as well as the markings P 1 - P 4 in connection with the path or escape line markings. During normal operation, these are read out by the processing program to control the elevator.

The storage organization can be carried out in a manner known per se in different ways. The storage space to be provided depends on the maximum number of stops to be reached in an elevator as well as the code selected once (1 out of n code or dual code etc.).

At the end of an adjustment run, the leveling level values are the entry routes and the markings P 1, - F4µ of the stop-dependent special functions in the non-volatile memory.

For later operation, the information about the leveling level values of the individual stops and the associated entry routes are now available in a form suitable for further processing. The information about the top stop of the system in question in the stop counters must now be saved and the information about the markings of the stop-dependent special functions is brought into a form suitable for processing. Two types of information can be obtained. Namely, once for the stop-specific functions and information for checking and, if necessary, correcting the stop counter during normal operation.

This modified information for the stop-dependent special functions and for checking and correcting the stop counter can be stored in the non-volatile memory area and additionally in a normal working memory.

In this way, with the exception of the delay path for the nominal speed of the system, which can be set numerically on the microprocessor control system, all values are determined with the adjustment run and the control system is automatically adapted to the building.

Self-adjustment before the start of normal elevator operation also includes the automatic determination of the width of the car doors for controlled door drives, which is then carried out after the adjustment run. The door movement and entrance of the cabin are connected or coupled.

During the adjustment run, the entry path is determined by switch 81 _n (Bk), while during normal travel the first switch 88 _n (Eb) or 82 _n (Ef) takes control of the entry until it is flush. This drive-in route control is also in operation when passing through stops, so that stops with short distances, whose drive-in paths overlap, can be optimally approached.

It is possible here to eliminate errors which result from incorrect assembly of the shaft flags 7 or one-sided cabin loading, that is to say in a relative inclination of the switching flag with respect to the switches, by averaging the two correction values determined during the passage.

With the present application, the holding accuracy is to be increased while assembly and adjustment work becomes less. This is possible because, with the dimensionally correct mounting of the switch lugs 7, the exact center of the switch lugs and thus the flush position can be recognized by simply counting system path units WE.

During the adjustment run, the microprocessor control program recognizes the passing of the leveling switch flag 7 _{0 at} the 1st stop, if there is no signal change at the control inputs of switches 80 (Eb) and 82 (Ef) that the system in question is equipped with simple stop switches, and automatically switches the internal control program.

Depending on the version and type of installation of the encoder 30, as with the versions with the three switches 80 (Eb), 81 (Bk) and 82 (Ef), there is a wide range of scale factors, i.e. Number of system path units WE to be counted to the number of metric units for the same path, so that no fixed value can be specified and an individual input of the scale factor is also excluded due to the requirement of a self-adjusting system.

When the elevator is commissioned, the microprocessor control automatically measures the cabin door way after the adjustment run has been carried out to adapt the elevator control to the building. However, this measure only needs to be carried out if controllable cabin door drives are available and is carried out in succession for all doors (max. 3). This is explained in more detail by FIG. 9, with the door drive being identified with 201, the door drive control with 200, the door speed setpoint influence with 231-237 and the door travel limit switches with 202, 203.

FIG. 8 shows an example of the course of the driving curve, the area of the path-dependent influence on the entry being indicated on the right.

In Fig. 7 is also indicated on the right that when the switch 81 (Bk) is actuated, the entry and leveling switch flags generate entry-dependent signals for the cabin door opening for doors with controlled drives. The coupling of the path-dependent entry of the cabin into a stop with the door movement guarantees, regardless of the set or possibly changing entry speed, always the same ratio between the decreasing step height between the cabin floor and the level of the stop and the changing gap width of the opening opening Door.

This avoids that a step height between the cabin floor and the level of the stop, which could lead to an accident, is still present when the cabin door gap opening is already passable.

To automatically determine the door width 205a, the associated switch 204 on the microprocessor control is switched to the switch position E. "Setting" switched. As a result, the door movement is switched on at the creep speed that is not path-dependent. Depending on the design, the cabin door 205 can open or close. The movement of the car door 205 is recognized by the likewise moved segment disc 206, which actuates the sensors 207 and 208. The cabin door width is determined by counting the encoder signals in the microprocessor control and the counting result is stored in a non-volatile memory 220 for later processing in normal operation. After the door width or the door widths have been determined by the microprocessor control, the associated switch 204 is switched back to the switch position N "normal operation".

In normal operation, an increasing guideline 209 is generated during the first half of the "door movement and a falling guideline 209 during the second half. This guideline shows an approximate path-dependent speed diagram of the uniformly accelerated or decelerated door movement. The turning point lies in the middle of the cabin door opening, ie half of the value for the car door width stored in the non-volatile memory 220. A motion-optimal guideline 209 results in a parabola which is open towards the center.

For simpler designs, it is also possible to linearly approximate these path-dependent speed values, as is shown with the "simplified guideline" 210. Here, when the sensors 207 and 208 are actuated by the segment disc 206, simple counting takes place, i.e. Additions up to half of the door width count and then subtractions.

Depending on the actuation of the encoders 207 and 208, these arithmetic operations are carried out internally in the microprocessor control, and the results are transferred via the 1 to 128 weighted (MP-Bus) lines via the AND elements 211 to 218 into the memories belonging to the digital-to-analog converter 230 221 to 228 discontinued.

The output signal of the digital-to-analog converter 230 is the analog voltage value of the guideline corresponding to the respective position of the front edge of the cabin door leaf 205 within the cabin door opening 205 a. This guideline is only the limitation of the setpoint of the controlled door drive, so that it always optimally approaches the door end positions and not the setpoint itself.

Guideline 210 can serve as an example for normal cabin door widths for passenger elevators.

A trapezoidal guideline is used as a general solution to ensure that no system-specific interventions in the program are necessary in order to have approximately the same setpoint voltage at the same door speeds even for the wider doors for patient beds or freight elevators.

A number of special functions may be required to operate an elevator, such as key switch travel, limitation of interior command processing, deletion of an interior command, etc.

When a so-called key switch travel is requested, the elevator only reacts to the interior commands when the key switch is actuated in the cabin, while the outside calls are suppressed. This suppression or deletion of the landing calls can be achieved by influencing the up and down input, intermediate, preprocessing and processing registers which are connected to the "key switch cabin" switch.

The function "deletion of internal commands", which is often used in connection with the load-dependent internal command deletion, is initiated in order to avoid a system-dependent intervention in the internal programming of the control computer during ongoing program processing, for example by determining the number of internal commands available Excessive occupancy of the cabin deleted.

These functions can be implemented in hardware. However, they are implemented in practice by program sections or program modules with the properties described.

In an elevator system with a three-door car, as explained earlier with FIG. 3, three car boards for a selective car door opening should also be possible, depending on the operating side. In the case of a selective opening of the car door, the previous condition that a car door only opens if a landing door is also present, which can be recognized from the control point of view by the presence of a switch flag 7, is also accompanied by the requirement that the stop in question is approached by an internal command or outside call was triggered on the corresponding operating page.

There are no particular problems with the selective door opening caused by the outside calls. But depending on customer requirements or system conditions, a cabin with three doors can also be operated with only one or two cabin panels, so that the problem of selective door opening only exists for a few stops or may even be completely eliminated. The latter is the case, for example, if the three operating sides of the elevator have different spacing between stops and accordingly there is only one shaft door for each operating side and stop. The short stop distances already mentioned at the beginning can also occur here, at which the entry areas of two stops overlap. In one In such an operation, the cabin is only equipped with a cabin board.

Furthermore, there is the possibility that the selective door opening only applies to two of the three possible operating sides, while the cabin door on the third side always opens non-selectively when a landing door is present. In such a case, the cabin is only equipped with two cabin panels.

Applications are also possible in which a selective door opening is desired in a number of stops, while several doors are to open in other stops.

The options listed for a maximum of three doors also apply to an arrangement reduced to two doors.

The options listed are subject to logical dependencies and can therefore be fulfilled by the control computer 300 without any system-specific influence by the program, provided that the number of cabin panels in the cabin can be recognized by the controller. This recognition possibility is given by the control computer 300 and the partially reproduced interfaces 301 according to FIG. 10.

According to a method, FIG. 1.0, in which a group control computer 500 can use the elevator control computers 300, which are assigned to two or more groups, to recognize the traffic load conditions in the other groups, an automatic adaptation of the elevator systems to the entire traffic volume is possible without doing so again a higher-level coordination facility is required. The automatic control-technical recognition and decision as to which of the elevators can now serve the close-up area due to its shaft height and which can also serve the far-end area is due to the memory in each control computer 300, which contains the value of the top stop of the system in question, for the associated group control computer 500 recognizable.

The control behavior explained above is possible without interfering with the control program with the standardized assemblies.

The basic equipment of the present microprocessor control system is to be used with appropriate supplementary modules for the modernization of already existing elevator systems with control systems in relay technology or normal electronics. The microprocessor control then works as a supplement to the existing copying unit and, together with the use of a suitable drive controller, serves to increase the driving comfort and the traffic performance of the existing and still operating systems.

Furthermore, the delay path numerically adjustable on the microprocessor control by means of a switch is important for the nominal speed of the elevator drive. This setting can be made either in metric units or in plant route units WE.

When determining the speed, the double adjustable deceleration distance is the criterion for whether the distance between the stop in which the cabin is located and the stop to be reached can be traveled at the nominal speed or whether the possible speed can be calculated.

At the beginning of the speed determination, at the end of a stop, the stop counter contains, directly or indirectly, the memory address of the level value of the stop in which the cabin is located.

The measures for the automatic adaptation of the control to the building-related conditions will now be explained with reference to FIG. 11.

11 shows, symbolically indicated, four decimal rotary switches 550 for setting the deceleration path for the nominal speed. The designation D means decimally adjustable rotary switches and the powers indicate the decimal places. The setting is made in the decimal system, while the internal processing in the control computer 300 is carried out in the dual system. For this reason, the control computer must still convert the decimal setting into a corresponding dual numerical value.

A scale factor is present in the processing program, which was originally set to 1, so that the numerical values set at the switches 550 relate to the plant path units WE. However, when setting the delay path, which is generally specified in metric units, it is necessary to determine the plant scale factor with a subsequent conversion. This specification is therefore only suitable for simple systems in which a system path unit WE lying in the near centimeter range is already possible due to the drive of the segment disk 30 and the segment arrangement.

In order to save the constant determination of the scale factor and the associated conversion in other circumstances, this can already be done automatically by the control computer 300 during the adjustment run. For this purpose, a ruler 552 or 553 is installed in the shaft before the adjustment run. This is a dimensionally stable, long switching flag, which actuates a switch 81 (Eak) or 554 when the cabin drives past. The number of system route units WE is counted during the duration of the switch actuation. The scale factor of this system is determined from this count at the end of the adjustment run and stored in a non-volatile memory 551 instead of the original 1. From At this point in time, the delay path that can be set on the rotary switches 550 is a metric value for the nominal speed of the system.

If one of the two alternative options uses a switch flag like the ruler 552, which is installed in the line of alignment of switch 81 (Bk), then the two switches 80 (Eb) and 82 (Ef) must not be operated. This also places limits on the length of the ruler 552, since when the switch 81 (Bk) is actuated, neither the switch 80 (Eb) nor 82 (Ef) may be actuated by the switching flags 7 located above and below.

However, this criterion for distinguishing the ruler 552 from the entry and leveling switch flags 7 also presupposes that the switches 80 (Eb) and 82 (Ef) are present, which precludes the use of hold switches. The setting of the rotary switches 550 in WE plant units can be reserved for such simple systems.

The ruler 553 can be made much longer because it can be attached to places in the shaft where there are no obstacles in the length dimension, such as shaft doors, etc. It is therefore particularly suitable for fast systems. However, there is a switch 554 only used to count the length of the ruler.

11 for the sake of clarity, the adjustment modules are also indicated, which must be provided to supplement a conventional control for the modernization case. First there is an input for the direction signals, as indicated by arrows, and a setting potentiometer 555 is used to set the time for the search count when determining the vehicle speed (initiation of deceleration), a stop input "Stop", a setting potentiometer 556 to set the time for counting pulse "up "and a setting potentiometer 557 for setting the duration for counting pulse" down "is provided.

An important piece of information for operating elevators in a group is the length of the delay path for the nominal speed of the individual systems on a comparable scale, e.g. B. metric. This is of particular interest if they have different nominal speeds.

Therefore, the delay path at the nominal speed is part of the information that is given to the group control computer 500 from the individual elevators. This also enables a computational optimization of the traffic handling.

To determine the type of transfer, the group computer also contains the station level values of the system. In principle, a table with the level values of each stop would be sufficient. However, since in the case of elevator groups it is not always possible for all the elevators to serve all the stops and sometimes not all the elevators have shaft doors in all the stops, it is advisable that the operable stops of each elevator belonging to the group are available in a table in the group computer 500.

In order to obtain uniform and comparable stop level values even with different designs of the elevator drives or the segment disk 30, it is expedient to convert these into metric units. These are determined on the basis of the level values in system path units WE contained in the non-volatile memory area of the individual control computers 300 of the elevators involved in the group operation and the conversion factor contained in the memory 551 (FIG. 11).

This transfer and conversion takes place when the group computer 500 is switched on and initialized, which in turn requests, converts and normalizes this data from each of the control computers 300 connected to it and switched on. Control computers 300, which were not switched on during this procedure, transfer their data for conversion and normalization after they have been switched on.

Based on the figures 12 and 13 will be explained in the following how an input table in the group computer 500 is set up for the level values converted to metric units of measurement (FIG. 12) and converted into a processing table (FIG. 13) for the group computer.

In these tables, the stop is shown continuously in the left column as a decimal number and next to it as a binary number, while on the right the assignment of, for example, 4 lifts A 1 to A 4 combined to a group control is shown. The table is limited to 14 (16) stops and 4 elevators for reasons of illustration.

It applies here that the top and bottom storage positions of an elevator must be assigned zeros (-00). The stop positions above the top stop of an elevator are also assigned zeros (-00). This entry table is organized as if the first stops of the elevators involved in group operation were on one building level. In practice, however, this is often not the case. A more obvious requirement for a tabular elevator system model is that the entrance stops (E) of the elevators involved in the group operation are on one building level. This specification is possible with the stop functions depending on position P1 to be explained for each individual elevator.

After the input table (Fig. 12) organized after the 1st stops of the individual elevators is loaded, normalization takes place, i.e. the alignment of the stops of the individual lifts according to the common entry stop (E) in the processing table (Fig. 13) and the conversion of the metric level values (n) in the entry table (Fig. 12) according to the one at the bottom stop of the system (-001 ) oriented level value (m) in the processing table (Fig. 13).

In the exemplary tables of FIGS. 12 and 13 mean E is the entrance stop and U are the basement. For the elevator 2 there is still the restriction that it cannot serve the stops 5 and 6.

After this has ended, the processing table (FIG. 13) of the group computer 500 contains a model of the elevator group that is automatically determined by the individual assemblies of the control system and that reproduces the exact system configuration, even in the case of irregular arrangements, with the stop level values in metric units. Such a model is the prerequisite for achieving the best possible system adaptation to the traffic needs of the building using uniform optimization methods, even with very irregular system conditions. This is possible with the means and methods explained above, without the need for individual plant processing.

With the metric level values of the stops in the processing table (FIG. 13) of the group computer 500 and the delay paths for the nominal speed in metric units that can be set on the rotary switches 550 (FIG. 11) of the control computer 300, an exact calculation of the travel time of the individual elevators is also possible if they have different nominal speeds, possible. With this and with the conditions also recognizable from the processing table (Fig. 13), which lifts are able to move to which stops, the best conditions result for an optimal use of the system.

The deceleration paths for the nominal speed that can be set on rotary switches 550 (FIG. 11) also make it possible to change the acceleration and deceleration values very easily when elevator systems are in operation. In addition to the correction of the acceleration or deceleration on the drive controllers, the control technology adaptation to the new conditions is completely automatic.

The counting capacity of the level meter does not have to cover the entire height of the building. The second differentiation of the stop count makes it possible to run through the counting range several times. This also results in the maximum possible spacing between stops, which must be within a counting range. With a stop distance that exactly corresponds to the counting range of the level counter, a clear distinction between a 0 distance and the counting range distance is not possible. Therefore, the maximum possible distance between stops must be at least 1 smaller.

5 and 6, the identification of special stop functions in the shaft escape lines P1 to P4 was mentioned at the beginning, when the adjustment run was explained. These shaft alignment lines can be provided three times, once for a possible operating side (FIG. 3, FIG. 6). Depending on the intended use, there may be none, one or more flags in these escape lines. During the adjustment run, the switch flags are recognized by switches mounted on the cabin, and their signals assigned to the stops are stored in the associated positions in the driveway memory. After the adjustment run, this information is converted into the 1 out of n or single bit code for further use during normal operation and stored in memories.

In any case, a number of customer-specific control functions for the stop-dependent special functions P1 to P4 can be implemented in a simple manner without interfering with the operating software.

No connection or an OV signal at the activation input of the relevant position means that this function is switched off, i.e. is not in operation. An L signal at the activation input, whether hardwired or switched, means that the function of this position is switched on. In other words, the register assigned to this function is also taken into account in the internal command processing in the computer 300.

An L signal at the passive input makes this function effective. But you must be switched on by the activation signal. A passive function does not trigger a separate control process. It generally prevents the arrival of specified stops that are only accessible to a specific group of people. The so-called key switch trips belong in this area. Here, certain stops can only be approached when a key switch is operated. Pressing the key switch switches off the activation input of the relevant position. If the key switch is not actuated, i.e. in the case of blocked arrivals, the processing method applies to passive processing.

This also includes the earlier requirement to design the switch flags for the stop-dependent special functions somewhat longer than switch flags 7. This means that a blocked vehicle can be blocked in the event of a possible incorrect start A stop, possibly caused by an incorrect counting of the stop counter, with activated activation of the relevant position (P1 to P4) and appropriate program design, can prevent the car door from opening in such a case.

An active function is a mode of operation that automatically triggers travel commands for the elevator. In this case, generally only one stop is specified in the escape line associated with the respective position (Pl to P4).

With the above-described functionality of the stop-dependent special functions, it is possible to adapt the elevator systems to special customer requirements without having to influence the operating software. As some examples will show later, the work required for this can also be carried out by personnel who have no particular knowledge of microprocessor technology.

Position P1 has a special position compared to the other positions. It serves to specify the entrance stop. Here, only a marking in the associated shaft escape line is possible. In the case of elevator groups, the entrance stop must be marked for the associated individual elevators, even if the associated connections are not connected. The marking of the entry stop transmitted to the associated position of the entry path memory during the adjustment run is transmitted to the group control computer 500 in the case of group controls.

This information is used for automatic leveling of the stop of the elevator group without the need for special software changes or manipulations. This is particularly important if the elevators of an elevator group serve a different number of stops below or above the entrance stop (see also FIGS. 12 and 13). In addition to this transfer function, position P1 can also perform other tasks for the single elevator related to the entrance stop.

In Figs. 14 u. 15, the wiring of the connections is indicated, which is to be attached for position P 1 as a special function for the door opening if different door times are desired.

The figures in only schematically shows the connections that trigger an automatic approach to the entrance stop after the elevator is free (entrance stop as a parking stop). The 6 connections shown in detail show the connection A for the activation for the delay, P the assignment of the passive stop identifier, A ₁ the assignment for the active one, which in this case is then assigned an "L", E the input stop identifier and the connections S _a signal output and S _e signal input.

If the connection "S _a " (signal output) is connected directly to the connection S _e (signal input) as indicated in FIG. 14, the door time in the input stop should be the normal one. If a time delay Z, as shown in FIG. 15, is switched between these connections, the door time in this stop becomes longer in accordance with the delay. The microprocessor recognizes this during the setting phase and registers this for the system to be controlled by it.

16 shows, in an analogous example, a connection example for using a stop-dependent special function P 2 to P 4 as a parking stop. In this schematic representation, the individual connections are labeled and assigned analogously.

Only one parking stop can be realized with one position. However, by using several switchable positions, several parking stops can be made possible for one elevator.

In Fig. 17, the use of a stop-dependent special function for carrying out priority or direction trips is indicated in an analog connection example. Here, too, the wiring is marked in the same way. Here, only the part relating to the stop-dependent special function is shown, which causes the cabin to move to the stop specified by a switch flag in the shaft and, if it is not being used, remain there for a predetermined time with the door open. With a P position, only the priority or direction trip for a stop can be realized. If these trips are required for several stops, then more positions must be used, the activation inputs of which are then actuated accordingly. In order to keep the car door in the priority or management station a little longer open, a timer Z must be switched between the "signal output" connection, which only delivers a signal when the car is in the relevant station, and the "signal input" connection.

The stop-dependent special functions can also be used to carry out so-called operational journeys. This includes the shutdown circuit, the emergency power circuit and the fire brigade circuit.

In the event of an out-of-order switching, there is a key switch in the relevant stop, which is operated to switch off the elevator. The key is then removed again. The elevator then executes the travel requests still present. After the free signal has been present for a period of about 5 seconds, in order to give any passenger still in the cabin the opportunity to actuate the interior command for his desired stop, the cabin drives through the shaft for this purpose a switch flag marked stop. To mark this stop (no. 14 to 17 correspondingly correspondingly) no connection is made between the connections S, and S _e . Therefore, after the cabin has reached the stop for the shutdown, the cabin door remains open.

With an emergency power switch, the computer can restart the elevator, which has stopped at any point in the shaft in the event of a power failure, after switching on the emergency power generator in order to put it out of operation at a predetermined stop.

During a fire service trip, this is switched on by a switch in the fire station. When the fire service is triggered, the cabin is requested, which then automatically moves to the fire station and remains with the door open until it is used by pressing an interior command. The switch can only be turned off when the cabin has returned to the fire station.

When a key switch is operated, the switch is only given permission to drive to normally blocked stops if the associated interior commanders are actuated. These can be, for example, stops with technical equipment such as air conditioning, power supply, etc. that are only accessible to technical staff and the caretaker, or stops with vaults at banks.

Since the assembly, commissioning and maintenance of the elevator systems equipped with the control devices according to the invention are to be carried out by personnel trained in elevator technology, electrical engineering and electronics, but not necessarily in microprocessor and control engineering, the adjustment of the control is carried out at Use of controlled drives is also carried out automatically by means of the control computer through a commissioning drive before the setting drive. In this case, the control computer is switched over to the automatic analysis of the controlled system and the determination of the control parameters and to the setting of the controller after the completion of the elevator before the commissioning drive. For safety reasons, commissioning should be carried out with the control loop closed. In principle, several methods are suitable. But for reasons of system stress and the ability to assess control stability and the possibility of determining and improving the controller setting, the frequency characteristic method is preferred.

18 shows a basic overview of the use of the control computer 300 as a frequency response analyzer and for determining the controller setting values and their automatic setting on the controller during the commissioning trip.

For the sake of clarity, this controller is only shown as a speed controller, although in practice there is generally a subordinate armature current or armature voltage control. For the same reason, the three-phase drive motor of the direct current generator 600 is not shown.

In the case of FIG. 18, the part of the control computer 300 required for analyzing the controlled system and for setting the control lies parallel to the controlled system and for control during the commissioning run. In this case, the input or test signal, which is supplied to the control system by actuating the switch 601 instead of the normal setpoint value SW, can either be generated by the control computer itself or input as an external signal.

In the case of in-house generation, the input or test signal is output to the control system via the digital-to-analog converter 602, while in the case of third-party generation the same is accessible to the control computer by means of the dashed-to-line analog-to-digital converter 603. Furthermore, the actual value signal of the tachodynamo 605, which is influenced by the characteristic properties of the controlled system, is accessible to the control computer for evaluation via the analog-digital converter 604 and also the control deviation via the analog-digital converter 606. In the case of multi-loop control systems, the corresponding signal paths must be provided in the same way.

During the commissioning trip, a setpoint, which corresponds approximately to that of the inspection trip and on which the input or test signal is superimposed, is given to the controller. Due to the closed control loop and the automatic setting of the controller during commissioning, which is carried out in both directions of travel due to the different load conditions, empty load in the upward direction and full load in the downward direction, the effect of a determined controller setting can be checked immediately and, if necessary be improved again. With a suitable setting strategy specified by the program, which is based on the approximate determination of the controller setting values and their variation with subsequent success control, the control system searches for the possible optimum itself. After this has been achieved, a display is shown, on which the setting trip explained earlier for adaptation takes place the control can be carried out on the building.

In the example of FIG. 18, the controller setting values determined by the control computer are used during the commissioning drive to improve the control behavior via the digital-to-analog converters 607 and 608 automatic setting is output to the drive controller. The controller setting potentiometers are equipped with motorized drives 609 and 610, which use the tracking amplifiers 611 and 612 and the position feedback potentiometers 613 and 614 to make the settings specified by the digital-to-analog converters 607 and 608.

In the method indicated with FIG. 18, it is only necessary during start-up that the digital-to-analog converters 607 and 608 and the tracking amplifiers 611 and 612 are switched on. During normal operation, the set potentiometers save their value through the mechanical setting of their tap.

So-called contactless potentiometers can also be used instead of the electromechanical motor potentiometers. These can consist, for example, of magnetically controllable resistors, the resistance of which is determined by the current of the associated digital-to-analog converter. In this case, the control current must also be available during normal operation. It is therefore necessary to load the digital-to-analog converter at initialization with the values determined during the commissioning run and stored in the non-volatile memory area.

The above explanations apply to the control devices which operate separately from the control computer and are designed using analog technology, as already mentioned.

Since the controller setting values determined by calculation during commissioning are contained in numerical form in the non-volatile memory area, it makes sense to include the controller as a digital controller in the task area of the control computer 300. 19 shows an overview of this. As can be seen from this, the structure of the system becomes simpler.

Since the control computer 300 processes the computer in order to determine the leveling level values of the driving speed and also the switching points for switching on the deceleration, it is expedient to also determine the setpoint for the drive control internally in the control computer in the same way.

In the arrangement explained above and with FIG. 19, the changing signal that is required during the start-up drive to determine the control characteristic values is generated internally in the control computer and also processed further, as is the case with normal operating drives. Here, the measuring points detected by the analog-digital converters 604 and 606 are internally accessible for determining the controller setting values.

Since the function of the drive controller takes place internally in the control computer, taking into account the controller setting values determined during the commissioning trip and available in the non-volatile memory area, only the output signal of the digital-to-analog converter 621 is present as a signal for influencing the actuator 620. The actual value signal is fed to the control computer 300 via the analog-digital converter 622.

20 shows a route of an elevator car optimized with the aid of the control computer, the dashed lines representing the non-optimized, previously common route.

At equal values, humans are more sensitive to downward acceleration and acceleration changes and upward deceleration and deceleration changes than downward deceleration and deceleration changes and upward acceleration and acceleration changes (Fig. 20). Therefore, in systems with a path-dependent drive setpoint determination, which may by means of a co-processor module, an increase in the traffic performance of the elevator is possible in such a way that the acceleration and deceleration direction and the acceleration and deceleration change to which a person is less sensitive is traversed with increased values (FIG. 20, lower part of the diagram ).

In this method, the deceleration distance set on the switches 550 (FIG. 11) applies to the longer acceleration or deceleration distances. This is indicated in the diagram of Figure 20 above. In order to avoid separate adjustments and adjustments, the shorter deceleration distance, which occurs for the deceleration in the down-travel direction and for the acceleration in the up-travel direction, which is indicated in the diagram of FIG. 20 below, is calculated. The values on which the acceleration and the change in acceleration of the longer deceleration distance are based are multiplied by a factor which, for example, represents the difference in human sensation for the acceleration and the change in acceleration for the up and down directions of travel. The resulting shorter acceleration or deceleration distance is then used in the present application for determining the driving speed and also the switching point for switching on the deceleration.

Compared to the previously described speed determination, in which the double deceleration distance set on the switches 550 (FIG. 11) was used as the distance from which the nominal speed can be driven, In the present method, the same results from the sum of the delay path set at the switches 550 (FIG. 11) and the shortened delay path. The same applies to the determination of the switching point for switching on the delay. In the up-traveling direction, the deceleration distance set at the switches 550 (FIG. 11) is added to the level value of the cabin that changes with the movement, while the shortened deceleration distance is subtracted from this in the down-traveling direction.

Claims (15)

1. Control system for elevators with at least one non-volatile memory for storing the counting values determined by counting the distances travelled between the individual landings during a setting trip for determining and controlling the slow-down paths in approaching the individual stops during operation and with a control computer (300), preferably in the form of a microprocessor, characterized in that at least one further non-volatile memory is provided to which are fed the approach paths and markings (P1...P4) provided in the hoistway for landing-dependent special functions for storage in addition to the leveling values of the individual landings determined during the setting trip for the automatic determination of site-specific peculiarities and which transmits these for use in normal operation to the control computer for evaluation.

2. Control system as in Claim 1, characterized in that, for the purpose of setting the slow-down path and determining the plant scale, scale skates (Fig. 11: 552, 553) are provided in the hoistway for automatic conversion of the elevator path units (WE) into metric units.

3. Control system as in Claims 1 or 2, characterized in that input, intermediate and processing registers are assigned to the control computer in multiple arrangements allocated to the possible passenger transfer sides for selected door opening and display according to the passenger transfer sides.

4. Control system as in Claim 3, characterized in that the input, intermediate and pre-processing registers are arranged relative to each other so that two-button-collective control of an individual elevator and cooperation with superimposed group control systems is possible by direct inputting into the pre-processing registers and self-adjustment for group operation even for irregular elevator configurations is effected in that the leveling values and lobby stop markings are transferred to the group control system on activation of any elevator included in the group control system, in that subsequently these values and markings are aligned in the group control system in tabulated form to the common lobby stop and in that the level values are converted for the reference value of the bottommost stop existing in the group concerned.

5. Control system as in anyone of the Claims 1 to 4, characterized in that landing-dependent special functions are implemented by means of external wiring and are activated via the program modules in the central processing unit.

6. Control system as in Claim 1, characterized in that markings (P1....P4) are provided in the hoistway (Fig. 2, Fig. 3, Fig. 5, Fig. 6) for specifying landings for special functions, the markings being scanned during the setting trip, for instance, by switches and stored in non-volatile memories for use during normal service.

7. Control system as in Claim 6, characterized in that, where several markings exist on the alignment lines for the landing-dependent special functions as well as in identifying only one marking during the setting trip, the landing count allied to this marking is stored independent of the allied special function both in the 1 of n and in the binary codes in a separate memory in order to serve for checking and correcting the landing counts during normal service.

8. Control system as in Claims 1 to 7, characterized in that, where several car doors are provided, selective door opening is automatically made possible by operating the car panel allocated to the respective car door side in that the control computer scans the car panel arrangement via the switching circuit (370) provided in the car panel.

9. Control system as in Claims 1 and 8, characterized in that the leveling during the approach of the landing and the leveling adjustment during the stop is effected by counting path changes, the approach path determined during the setting trip being read out of the approach path memory and the level position is determined by back-counting this counted value, whereas during the level adjustment during the stop the path changes of the variation in hoist rope length caused by the change in car load is counted starting from the level position which are then back-counted to the original value by the motorized control of the drive to restore the level position so that with this counting method for leveling the center of the switching vanes is always approached as the leveling value irrespective of the length of the switching vanes.

10. Control system as in Claim 1, characterized in that, subsequent to the setting trip, the widths of the car door or car doors are automatically measured and the value determined is stored for further processing during normal service in a non-volatile memory (220), the micro-processor control system producing a path-dependent directrix (209 or 210 respectively) during normal operation for limiting the setpoint for the door operator within which the door motion takes place.

11. Control system as in Claim 10, characterized in that, for the purpose of avoiding accidents due to stumbling steps liable to be formed when doors already open during the approach, approach-path-dependent coupling is provided with the car door, the normalized approach path counts, in the form of multiple counts, where necessary, being used for the actuation of the path-dependent door set-point limitation until the level position of the car is reached and, subsequently, counting being continued with the door sensor signals (206, 207, 208), so that, independent of other conditions during the approach of the car to a landing, the ratio of the opening car door gap to the decreasing threshold (stumbling step) between the landing floor and the car floor is always so that a passenger can pass through the car door when this accident hazard no longer exists.

12. Control system as in Claim 4, characterized in that without customized application-specific intervention in the control system, self-adjusting simultaneous or alternate operation of elevators in several elevator groups is possible, automatically operating processes being possible due to multiple register configuration and group information areas dedicated to the individual elevator groups to which the calls to be allocated and the actual group traffic information are transferred to the individual elevators belonging to the respective group through dedicated inputs and due to the access which each group control.

13. Control system as in Claim 12, characterized in that optimization by calculation according to the times required for the car to travel to answer calls is possible even where nominal speeds of the individual elevators participating in group service are involved due to the existence of the model of the elevator group determined by means of the setting trip in the form of level values of the individual stops of the elevators participating in group service and also the slow-down distances of the elevators at nominal speed in the group control computer (500) without the need for customized elevator engineering or setting during the commissioning, any changes in the slow-down distances at nominal speed due to changes of the switch setting (550) in order to determine the effect of changing acceleration and retardation values on the traffic capacity in practical service being effected automatically both with respect to the optimizing of the call answering as well as during optimization of the travel speeds on the strength of the computing method.

14. Control system as in Claim 13, characterized in that in the case of automatically controlled drives a commissioning trip is performed before the setting trip to adjust the control system to the building section characteristics and, starting from this, the setting values for the controller by the central processing unit which also takes care of the automatic controller setting, a smaller setpoint than that for the nominal speed being input for the commissioning trip instead of the normal setpoint depending on the travelling direction and a changing signal is superimposed on this which is either produced by the control computer itself or, if externally generated, can be scanned by the latter and in that, furthermore, output answer signals or signals in the case of multi-loop systems influenced by the properties of the control loop are also accessible to the control computer and in that the characteristic values of the control section are automatically determined by the contol computer from the difference between the input signal and the output signal in terms of amplitude and phase which, in turn, determines the setting values for the controller from this and performs this setting automatically during service and finds its optimum setting by the variation of the same in checking the effects of the control system and, subsequently, indicates the completion of the controller setting.

15. Control system as in Claim 14, characterized in that a travel curve computer may exist as a coprocessor in conjunction with a digital control system which produces varying travel curves in order to increase the traffic capacity of the elevator, depending on the human sensations under conditions of vertical movement variations in a manner that the car accelerations and retardations which during these operating phases lead to an increase of the weight of the body are performed at increased acceleration and change of acceleration values which, in turn, lead to a reduction of the acceleration or, respectively, retardation path, the abbreviated acceleration or retardation path for these applications being determined automatically from the slow-down path set numerically on the switches 550 in a manner that the retardation and change in retardation values applying to this are multiplied by a factor and these values are used to determine the abbreviated acceleration or, respectively, retardation distance by calculation and the two acceleration or, respectively, retardation distances are allowed for depending on the travel direction in determining the travel speed and the switching point for initiating the slow-down.

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