EP0163642B1 - Systeme de commande pour dispositifs elevateurs - Google Patents

Systeme de commande pour dispositifs elevateurs Download PDF

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Publication number
EP0163642B1
EP0163642B1 EP84900496A EP84900496A EP0163642B1 EP 0163642 B1 EP0163642 B1 EP 0163642B1 EP 84900496 A EP84900496 A EP 84900496A EP 84900496 A EP84900496 A EP 84900496A EP 0163642 B1 EP0163642 B1 EP 0163642B1
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EP
European Patent Office
Prior art keywords
control system
during
setting
control
elevator
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
EP84900496A
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German (de)
English (en)
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EP0163642A1 (fr
Inventor
Hans Kraus
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
HANS KRAUS TE RUESSELSHEIM, BONDSREPUBLIEK DUITSLA
Original Assignee
MAN Gutehoffnungshutte GmbH
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Priority to AT84900496T priority Critical patent/ATE29866T1/de
Publication of EP0163642A1 publication Critical patent/EP0163642A1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/02—Control systems without regulation, i.e. without retroactive action
    • B66B1/06—Control systems without regulation, i.e. without retroactive action electric
    • B66B1/14—Control systems without regulation, i.e. without retroactive action electric with devices, e.g. push-buttons, for indirect control of movements
    • B66B1/18—Control systems without regulation, i.e. without retroactive action electric with devices, e.g. push-buttons, for indirect control of movements with means for storing pulses controlling the movements of several cars or cages
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B19/00—Mining-hoist operation
    • B66B19/007—Mining-hoist operation method for modernisation of elevators

Definitions

  • the present invention relates to a control system for elevator systems, which should be adaptable to all system-specific requirements with simple means.
  • 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.
  • control computers have been used so far, the adjustment has been made through the individual design of the software.
  • 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.
  • DE-A-26 17 171.1 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.
  • 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.
  • 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.
  • 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.
  • FIG. 1 schematically shows the cabin route in elevation
  • FIG. 2 shows the shaft cross section to the system.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the illustration in FIG. 2 can be viewed as a plan view.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the Data stored in non-volatile memory areas. These can be battery-backed RAMs, PROMs, EPROMs or EEPROMs, to reveal some possibilities.
  • 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.).
  • the leveling level values are the entry routes and the markings P 1, - F4 ⁇ of the stop-dependent special functions in the non-volatile memory.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the associated switch 204 on the microprocessor control is switched to the switch position E. "Setting” switched.
  • the door movement is switched on at the creep speed that is not path-dependent.
  • 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.
  • the associated switch 204 is switched back to the switch position N "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.
  • 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.
  • the elevator 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.
  • 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.
  • the cabin is only equipped with a cabin board.
  • 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.
  • the cabin is only equipped with two cabin panels.
  • 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.
  • 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 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.
  • 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.
  • 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.
  • the stop counter contains, directly or indirectly, the memory address of the level value of the stop in which the cabin is located.
  • FIG. 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.
  • 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.
  • 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.
  • 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.
  • the adjustment modules are also indicated, which must be provided to supplement a conventional control for the modernization case.
  • 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.
  • 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.
  • 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.
  • Control computers 300 which were not switched on during this procedure, transfer their data for conversion and normalization after they have been switched on.
  • 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.
  • 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.
  • 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.
  • 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.
  • deceleration paths for the nominal speed that can be set on rotary switches 550 also make it possible to change the acceleration and deceleration values very easily when elevator systems are in operation.
  • 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.
  • 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.
  • the register assigned to this function is also taken into account in the internal command processing in the computer 300.
  • 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.
  • 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).
  • 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.
  • position P1 can also perform other tasks for the single elevator related to the entrance stop.
  • 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.
  • 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.
  • FIG. 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.
  • 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.
  • a stop-dependent special function for carrying out priority or direction trips is indicated in an analog connection example.
  • the wiring is marked in the same way.
  • 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.
  • a P position 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.
  • a timer Z 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.
  • 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.
  • the switch 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.
  • 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.
  • 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.
  • 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.
  • control computer 300 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the measuring points detected by the analog-digital converters 604 and 606 are internally accessible for determining the controller setting values.
  • 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.
  • the deceleration distance set on the switches 550 applies to the longer acceleration or deceleration distances. This is indicated in the diagram of Figure 20 above.
  • 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.
  • the double deceleration distance set on the switches 550 (FIG. 11) was used as the distance from which the nominal speed can be driven
  • 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.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Indicating And Signalling Devices For Elevators (AREA)

Abstract

Système de commande pour dispositifs élévateurs, comportant au moins une mémoire permanente, où sont mises en mémoire les valeurs de comptage, qui correspondent aux distances parcourues chaque fois et qui sont obtenues lors d'un parcours de mise au point, afin de pouvoir déterminer et transmettre pendant le fonctionnnement les parcours de temporisation nécessaires aux différents arrêts sélectionés. Conformément à la présente invention est prévue un processeur de commande, de préférence sous la forme d'un microprocesseur, possèdant au moins une mémoire permanente supplémentaire pour stocker toutes les particularités spécifiques au dispositif en plus des valeurs de mise à niveau des differents arrêts déterminés lors de la phase de mise au point, ainsi que les parcours d'approche et les autres fonctions spéciales dépendant des arrêts. Toutes ces fonctions sont analysées par le processeur de commande pendant le fonctionnement normal.

Claims (15)

1. Système de commande pour dispositifs élévateurs, avec au moins une mémoire non volatile pour la mémorisation des valeurs numériques déterminées par comptage des distances parcourues chaque fois entre les différents points d'arrêt pendant une course de réglage en vue de la détermination et la commande des trajets de ralentissement pour chaque point d'arrêt individuel pendant le fonctionnement, et avec un calculateur de commande (300), avantageusement sous forme d'un microprocesseur, caractérisé en ce que, au moins une mémoire non volatile supplémentaire est prévue à laquelle sont transmises, pour la détermination automatique des particularités spécifiques au dispositif, en plus des valeurs de niveau des positions d'arrêt à niveau aux points d'arrêt individuels déterminées pendant la course de réglage, également les trajets d'approche et des repères (P1...P4) placés dans la cage pour des fonctions spéciales liées aux points d'arrêt, pour leur mémorisation, et qui les transmet audit calculateur de commande pour leur utilisation et leur traitement pendant le fonctionnement normal.
2. Système de commande selon la revendication 1, caractérisé en ce que sont prévues dans la cage, pour le réglage des trajets de ralentissement et la détermination de l'échelle du dispositif, des règles graduées (figure 11: 552, 553) afin de convertir automatiquement en unités métriques les unités de parcours du dispositif (WE).
3. Système de commande selon la revendication 1 ou 2, caractérisé en ce que sont adjoints au calculateur de commande des registres d'entrée, intermédiaires et de traitement dans des agencements multiples affectés aux côtés possibles d'utilisation, pour l'ouverture et la signalisation sélectives des portes selon les côtés d'utilisation.
4. Système de commande selon la revendication 3, caractérisé en ce que les registres d'entrée, intermédiaires et de prétraitement sont disposés les uns par rapport aux autres de telle façon qu'un fonctionnement en élévateur individuel à commande collective à deux boutons et une coopération avec des commandes groupées prioritaires par entrée directe dans les registres de prétraitement, sont possibles, et qu'un réglage automatique pour le fonctionnement en groupe en résulte, même dans le cas d'agencements irréguliers, du fait que par la mise en fonctionnement d'un élévateur participant au fonctionnement en groupe, les valeurs de niveau des positions d'arrêt à niveau et les repères des points d'arrivée sont transmis à la commande en groupe, et sont ensuite alignés en tableau selon le point d'arrivée commun et les valeurs de niveau sont converties en valeur de référence du point d'arrêt le plus bas faisant partie du groupe concerné.
5. Système de commande selon l'une des revendications 1 à 4, caractérisé en ce que des fonctions spéciales dépendantes des points d'arrêt sont réalisées au moyen de câbles extérieurs, par lesquels des modules du programme sont activés dans le calculateur de commande.
6. Système de commande selon la revendication 1, caractérisé en ce que, pour la spécification de points d'arrêt pour des fonctions spéciales, des repères (P1...P4) sont prévus dans la cage de l'élévateur (figure 2, figure 3, figure 5, figure 6) qui sont balayés pendant la course de réglage, par exemple au moyen d'interrupteurs et sont mémorisés dans des mémoires non volatiles pour leur utilisation pendant le fonctionnement normal.
7. Système de commande selon la revendication 6, caractérisé en ce que dans le cas de la présence de plusieurs repères dans les alignements de repères pour des fonctions spéciales associées à des points d'arrêt comme aussi de la détection d'un repère seulement pendant la course de réglage, le comptage des points d'arrêt correspondant à ce repère indépendant de la fonction spéciale est mémorisé dans une mémoire particulière aussi bien en code 1-de-n qu'en code binaire, pour servir pendant le fonctionnement normal à la vérification et à la correction du comptage des points d'arrêt.
8. Système de commande selon l'une des revendications 1 à 7, caractérisé en ce que dans le cas de la présence de plusieurs portes de cabine, une ouverture sélective de porte est possible automatiquement par action sur le tableau de cabine correspondant au côté de la porte de cabine concernée, du fait que le calculateur de commande analyse l'état du tableau de cabine sur le circuit de commutation (370) existant dans le tableau de cabine.
9. Système de commande selon les revendications 1 à 8, caractérisé en ce que la position d'arrêt à niveau lors de l'arrivée et l'ajustage de la mise à niveau au moment de l'arrêt résultent du comptage des variations de trajet, les trajets d'approche déterminés lors de la course de réglage étant extraits de la mémoire des trajets d'approche et la position d'arrêt à niveau est déterminée par le compte à rebours desdites valeurs numériques, cependant que pendant l'ajustage de la mise à niveau au moment de l'arrêt est comptée la variation du trajet due à la modification de la longueur de câble porteur provoquée par la variation de la charge de la cabine, qui est alors, pour le rétablissement du nivelage, remise à la valeur initiale par l'influence mécanique du mécanisme d'entraînement motorisé, si bien qu'avec ce procédé de comptage, la mise à niveau devient indépendante de la longueur des éléments de manoeuvre des contacts, dont le milieu est toujours pris comme valeur de mise à niveau.
10. Système de commande selon la revendication 1, caractérisé en ce qu'à la suite de la course de réglage, la largeur de la porte ou des portes de cabine est mesurée automatiquement et la valeur déterminée est mémorisée, pour traitement ultérieur pendant le fonctionnement normal, dans une mémoire non volatile (220), de sorte que l'ordre de commande du microprocesseur produit pendant le fonctionnement normal, une directrice (209 ou 210) liée au trajet pour une limitation de la valeur de consigne relative à l'entraînement de la porte, à l'intérieur de laquelle a lieu le mouvement de la porte.
11. Système de commande selon la revendication 10, caractérisé en ce que, pour l'élimination des accidents dus à des faux-pas, qui peuvent survenir lorsque les portes s'ouvrent dès l'arrivée, un couplage est prévu avec la porte de cabine en fonction du trajet d'approche, les comptages normalisés des trajets d'approche étant utilisés comme comptages multiples pour l'exécution de la limitation de la valeur de consigne de porte liée au trajet jusqu'à la position de mise à niveau de la cabine, et les comptages étant faits ensuite avec les signaux des détecteurs d'ouverture de portes (206, 207, 208), si bien que, indépendamment des autres conditions, à l'arrivée de la cabine à un point d'arrêt, le rapport entre l'intervalle de la porte de cabine qui s'ouvre et la marche de seuil qui s'amoindrit (décalage de palier) entre le plancher au point d'arrêt et le bas de la porte de cabine est toujours tel qu'une personne peut franchir la porte de cabine seulement quand elle ne risque plus d'accident.
12. Système de commande selon la revendication 4, caractérisé en ce que, sans intervention individuelle sur le système de commande spécifique à l'installation, le fonctionnement simultané ou commutable s'adaptant automatiquement d'élévateurs de plusieurs groupes d'élévateurs est possible, avec lequel par des agencements multiples de registres et des zones d'informations groupées rattachées fixement aux différents groupes d'élévateurs sont transmis les appels à répartir par l'intermédiaire d'entrées à affectations fixes ainsi que les informations de trafic de groupe actuelles aux différents élévateurs appartenant à chaque groupe envisagé et par l'accès qu'a chaque calculateur de commande de groupe (500), par l'intermédiaire des élévateurs qui lui correspondent, aux appels et informations groupées répartis des autres groupes d'élévateurs, des processus travaillant automatiques sont possibles, pour décharger les groupes d'élévateurs plus fortement chargés au point de vue du trafic, sans que des dispositifs de commande propriétaires soient nécessaires pour cela.
13. Système de commande selon la revendication 12, caractérisé en ce que, grâce à la présence du modèle du groupe d'élévateurs déterminé à l'aide de la course de réglage, sous forme de valeurs de niveau des différents points d'arrêt des élévateurs participant au fonctionnement en groupe, ainsi que des distances de ralentissement des élévateurs à la vitesse nominale introduite dans le calculateur de groupe (500), une optimisation calculée d'après les temps de parcours jusqu'à la réponse à l'appel est possible, même pour des vitesses nominales différentes des différents élévateurs participant au fonctionnement en groupe, sans que pour cela un travail individuel d'installation du dispositif ou un réglage individuel au moment de la mise en fonctionnement soient nécessaires, des modifications éventuelles de la distance de ralentissement à la vitesse nominale ayant lieu automatiquement, par la variation du réglage d'interrupteurs (550), pour déterminer l'effet de valeurs modifiées d'accélération ou de décélération sur le service de transport pendant le fonctionnement pratique, aussi bien au point de vue de l'optimisation de la réponse aux appels que de l'optimisation des vitesses de déplacement sur la base du processus de calcul.
14. Système de commande selon la revendication 13, caractérisé en ce que, dans le cas de mécanismes d'entraînement réglés avant la course de réglage, en vue de l'adaptation de la commande à l'immeuble, une course de mise en fonctionnement est effectuée pour la détermination automatique des valeurs caractéristiques du système asservi et, de là, des valeurs de réglage du régulateur par l'intermédiaire du calculateur de commande, qui effectue aussi le réglage automatique du régulateur, dans lequel pour la course de mise en fonctionnement, au lieu de la valeur de consigne normale en relation avec le sens de déplacement, une valeur de consigne inférieure à celle qui correspond à la vitesse nominale est prescrite et un signal variable lui est superposé, signal qui peut soit être produit par le calculateur de commande lui-même, soit, dans le cas d'une génération externe, être échantillonné par celui- ci, et en ce que, outre le signal ou les signaux de réponse, dans le cas de systèmes à plusieurs boucles, influencés par les propriétés des circuits du régulateur, sont également accessibles au calculateur de commande et en ce qu'à partir de la différence entre le signal d'entrée et les signaux de sortie, en amplitude et en phase, les valeurs caractéristiques du système asservi sont déterminées automatiquement par le calculateur de commande qui fixe alors, à partir de celles-ci, les valeurs de réglage pour le régulateur et effectue ce réglage automatiquement pendant le fonctionnement, et cherche lui-même son réglage optimal automatiquement par leur variation avec la vérification de l'intervention du système de réglage et indique ensuite l'achèvement du réglage du régulateur.
15. Système de commande selon la revendication 14, caractérisé en ce qu'un calculateur de courbes de mouvement est prévu parfois comme coprocesseur en liaison avec un dispositif de réglage numérique, calculateur qui, pour augmenter le service de l'élévateur, en fonction des sensations humaines pendant les variations des déplacements verticaux, produit différentes courbes de mouvement telles que les accélérations et décélérations de la cabine, qui entraînent pendant ces phases de fonctionnement une augmentation du poids du corps, sont effectuées avec des valeurs plus élevées de l'accélération et de la variation de l'accélération, qui entraînent alors une diminution du trajet d'accélération ou de décélération, dans lequel, pour ces cas d'application, le trajet d'accélération ou de décélération raccourci est déterminé automatiquement à partir du trajet de décélération réglé numériquement sur les interrupteurs (550), les valeurs de décélération et de variation de décélération valant pour ces derniers étant multipliées par un facteur et avec ces valeurs la distance d'accélération ou de décélération raccourcie est déterminée par le calcul et les deux distances d'accélération ou de décélération en fonction du sens de déplacement sont prises en compte lors de la détermination de la vitesse de déplacement et de l'instant de la commutation pour l'enclenchement de la décélération.
EP84900496A 1983-01-11 1984-01-11 Systeme de commande pour dispositifs elevateurs Expired EP0163642B1 (fr)

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AT84900496T ATE29866T1 (de) 1983-01-11 1984-01-11 Steuerungssystem fuer aufzugsanlagen.

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DE3300639 1983-01-11
DE3300639 1983-01-11

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EP0163642B1 true EP0163642B1 (fr) 1987-09-23

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US5300739A (en) * 1992-05-26 1994-04-05 Otis Elevator Company Cyclically varying an elevator car's assigned group in a system where each group has a separate lobby corridor
DE102007049548A1 (de) * 2007-10-16 2009-04-23 Franz Xaver Meiller Fahrzeug- Und Maschinenfabrik - Gmbh & Co Kg Aufzuganordnung und Verfahren zum Betrieb eines Aufzugs
CN113727930B (zh) * 2019-05-07 2023-05-30 因温特奥股份公司 用于检测和处理电梯设备的电梯数据的方法
WO2024170053A1 (fr) * 2023-02-13 2024-08-22 Kone Corporation Système d'ascenseur et procédé d'optimisation d'ouverture de porte avancée

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US3236332A (en) * 1961-09-19 1966-02-22 Toledo Scale Corp Elevator control including means to select most favorable car to exclusively serve apriority call
DE1756946C3 (de) * 1967-08-08 1975-11-13 Inventio Ag, Hergiswil, Nidwalden (Schweiz) Steuereinrichtung für einen Aufzug für grosse Fahrgeschwindigkeit
US3750850A (en) * 1972-05-17 1973-08-07 Westinghouse Electric Corp Floor selector for an elevator car
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DE2617171C2 (de) * 1976-04-20 1983-01-20 M.A.N. Maschinenfabrik Augsburg-Nürnberg AG, 8500 Nürnberg Anordnung zum elektrischen Ermitteln des Schaltpunktes in Förderanlagen
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CH648001A5 (de) * 1979-12-21 1985-02-28 Inventio Ag Gruppensteuerung fuer aufzuege.
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JPS579678A (en) * 1980-06-18 1982-01-19 Mitsubishi Electric Corp Generator for speed command of elevator

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EP0163642A1 (fr) 1985-12-11
WO1984002697A1 (fr) 1984-07-19
DE3490005D2 (en) 1985-02-07
DE3466379D1 (en) 1987-10-29

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