EP0769469A1 - Dispositif de sécurité pour groupes d'ascenseur multi-mobiles - Google Patents

Dispositif de sécurité pour groupes d'ascenseur multi-mobiles Download PDF

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Publication number
EP0769469A1
EP0769469A1 EP96115953A EP96115953A EP0769469A1 EP 0769469 A1 EP0769469 A1 EP 0769469A1 EP 96115953 A EP96115953 A EP 96115953A EP 96115953 A EP96115953 A EP 96115953A EP 0769469 A1 EP0769469 A1 EP 0769469A1
Authority
EP
European Patent Office
Prior art keywords
cabins
safety
safety device
cabin
module
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.)
Granted
Application number
EP96115953A
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German (de)
English (en)
Other versions
EP0769469B1 (fr
Inventor
Patrick Dr. El. Ing. Chenais
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Inventio AG
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Inventio AG
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Filing date
Publication date
Application filed by Inventio AG filed Critical Inventio AG
Priority to EP03013913A priority Critical patent/EP1371596B1/fr
Publication of EP0769469A1 publication Critical patent/EP0769469A1/fr
Application granted granted Critical
Publication of EP0769469B1 publication Critical patent/EP0769469B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B9/00—Kinds or types of lifts in, or associated with, buildings or other structures
    • B66B9/003—Kinds or types of lifts in, or associated with, buildings or other structures for lateral transfer of car or frame, e.g. between vertical hoistways or to/from a parking position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/0006—Monitoring devices or performance analysers
    • B66B5/0018—Devices monitoring the operating condition of the elevator system
    • B66B5/0031—Devices monitoring the operating condition of the elevator system for safety reasons
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/0006—Monitoring devices or performance analysers
    • B66B5/0037—Performance analysers

Definitions

  • the invention relates to a safety device for a multimobile elevator group, which prevents collisions between several elevators operating in a shaft.
  • each cabin can travel horizontally from one shaft to another and is provided with its own drive, for example with a friction wheel drive, the friction and guide wheels of which roll in the corners of the shaft.
  • Each cabin also has an autonomous control for the management of the cabin or destination calls, for which purpose the distance to a cabin that may be above or below is measured.
  • a common safety gear is provided as security against overspeed or in the event of a crash on the lift truck in the cabin.
  • the invention has for its object to propose a safety device for a multimobile elevator group of the type mentioned, which Collisions between cabins in the same shaft prevented.
  • the measures listed in the subclaims are advantageous developments and improvements of the safety device specified in claim 1 for a multimobile elevator group.
  • the safety device is particularly suitable for self-driving cabins. Furthermore, by arranging a safety module on each cabin, other cabins, for example one following in the same shaft, can be monitored and an emergency stop triggered if a malfunction occurs in the monitored cabin.
  • FIG. 1 shows a schematic illustration of a multimobile elevator installation.
  • Several vertically and horizontally self-propelled elevator cars C1..CN operate in an elevator system with, for example, four shafts 1 and the floors E1..EN.
  • Each cabin C1..CN is driven by its own independent drive 1, for example by a frequency-controlled drive.
  • the design can take place, for example, in the form of the friction wheel drive described in EP 556 595.
  • each shaft 1 several cabins C1..CN can move up or down independently.
  • the shafts 1 are each connected to one another at their upper and lower ends by a connecting passage 3. In this way, the cabins C1..CN can change their direction of travel by changing the shaft. The direction of travel can also be changed if there is only one cabin C1..CN in shaft 1.
  • cabins C1 and C2 In the event of an emergency stop or when the safety gear intervenes, cabins C1 and C2, for example, require distances d1 and d2 as braking distances. A collision between the two cabins C1, C2 will occur if the distance d2-d1 is at the beginning of the braking phase.
  • FIG. 2 shows a schematic representation of the elevator cars C1..CN with a safety module 10.
  • the positions and speeds of each car C1 .. must be given to the safety module 10 at all times. CN to be known in the multimobile elevator group.
  • this safety module 10 must be able to instantly decide the necessary braking behavior (characteristic of the deceleration curve, type of braking) for each cabin C1..CN.
  • a communication system 11 ensures the transmission of information between the elevator cars C1..CN and the safety module 10.
  • the safety device further includes a decision module 12 within the safety module 10, which is responsible for determining the stop commands.
  • the decision module 12 continuously receives the positions, speeds and stopping options from all cabins C1..CN.
  • the cabins C1..CN also send a stop request, which the decision module 12 processes and grants the cabin C1..CN permission to stop.
  • the normal stop is regulated via the torque.
  • a drum brake is used as the holding brake, for example.
  • the safety gear arranged directly on the cabin can be designed, for example, as a roller safety gear. The decision and the type and also the location of the stopping is transmitted to the cabin by the decision module 12.
  • the safety module 10 can also allow the cabins C1..CN in the same shaft 1 to have different directions of travel without causing collisions. This operation significantly increases the efficiency of the elevator group.
  • a continuous data flow with the positions, speeds and destinations of the cabins C1..CN would require an infinite communication channel.
  • a dynamic elevator model is integrated into the safety module 10. This model allows a very fast transmission of driving data (positions, speeds and destinations) and enables the decision module 12 to immediately determine and transmit the stopping commands to the cabins C1..CN.
  • the target floor allocation is restricted in such a way that unnecessary stops and cars C1..CN blocked between floors E1..EN are avoided.
  • FIG. 3 shows a deceleration curve D for elevator cars C1..CN.
  • a cabin C1 drives through the shaft 1 at the nominal speed v n .
  • the drive control follows the predetermined deceleration curve D, within a certain tolerance band Z, from the beginning of the deceleration at nominal speed v n at point A to the standstill v s of cabin C1 on the desired floor E1..EN at point F of the deceleration curve D. If the cabin C1 starts from a point B closer to the point F, it cannot be accelerated to the nominal speed v n , since otherwise the cabin C1 can no longer be brought to a standstill by means of deceleration values that are reasonable for the passengers. When the point C is reached, the drive control thus follows the deceleration curve D to a standstill v s at point F.
  • FIG. 4 shows a dynamic model of the elevator travel curves for a building with five floors f1-f5.
  • the driving curves for all possible floor distances, accelerations and decelerations are shown in the dynamic model.
  • Selectors s i, j are the points of intersection between the acceleration curves from the starting floors i and the deceleration curves to the target floors j.
  • the point f k is the stopping position on floor k.
  • the information from all selectors s and stopping positions f and the transition time between these points form the dynamic model of an elevator system.
  • Knowing the position of a relevant point of a cabin C1..CN in the network is equivalent to knowing the current positions and speeds. This allows the determination of the future positions and the stopping options of the cabins C1..CN. Therefore, a cabin C1..CN only has to indicate the position of a certain brand in the network in order to be able to transmit all the information required by the decision module 12.
  • Such a message can take the following form, for example: ! 365.4 C1 s3.4
  • This message announces that cabin C1 will reach selector s3.4 at time 365.4.
  • the exclamation point! declares the message as information.
  • the type of coding of the message can be freely selected and adapted to the communication system 11.
  • the stopping commands are sent quickly and easily by the decision module 12. As the most important component, the command must contain the stopping position f k in the network, which the cabin C1..CN must reach.
  • a stop command can take the following form, for example: !! 370.1 C1 f5
  • This stop command instructs car C1 to reach floor f5.
  • the double exclamation mark ! indicates that it is a stop command.
  • the time specification 370.1 is optional. It corresponds to the maximum arrival time on floor f5. This implicitly defines the braking behavior (normal stop N, emergency stop E and safety gear P).
  • stop commands There are other ways to formulate the stop commands. For example, it can be specified which of the braking behavior shown in FIG. 5 must be followed.
  • the additional information [E] describes the braking behavior, in this case an emergency stop E, in order to be able to stop cabin C1 on floor f5.
  • the stop commands are set implicitly.
  • the decision module 12 can arrange a stop for a car C1..CN long before arriving at a selector f k. Therefore, the decision module 12 is free from any real-time problems, such as the commands for the brakes, etc.
  • Each cabin C1..CN is responsible for monitoring its position and speed. Likewise, the cabins C1..CN are themselves responsible for initiating the braking phase or for deceleration control until the final stop, the stopping commands sent by the decision module 12 being followed.
  • FIG. 6 and 7 show schematic representations of the car states for the decision module 12.
  • the decision module 12 must know the dimensions of the cars C1..CN, in particular their heights h, for monitoring the elevator installation.
  • the decision module 12 takes the car height h into account as the length of the bar shown in FIG. Marks T represent the states of the cabins C1..CN in the network.
  • a configuration as in FIG. 6 would occur between cabin C2 approaching floor f4 and cabin C1 when floor f4 leaves due to the overlap (hatched area) of the two cabins C1, C2 cause a collision.
  • Such system states can be predicted and effectively prevented by the decision module 12.
  • a stop module 21 sends the request to a receiver unit 22.
  • a position module 25 the current driving data, in particular the car position and speed, are determined on the basis of shaft information 26 and the information supplied by a real-time clock 27. Position and speed are supplemented in a processing unit 28 with the dynamic model from module M1 and sent to an information unit 29.
  • the data from the receiver unit 22 (stop request), the information unit 29 (position and speed) and a further dynamic model from a module M2 are processed and the braking behavior is determined.
  • the braking behavior is transferred from the decision module 12 to a command generator 30, which generates the stop command.
  • This stop command is transmitted to a brake module 31 of the cabin C1..CN, which is responsible for forwarding the command or initiating the braking phase.
  • each cabin C1..CN can determine its braking behavior alone.
  • Every cabin C1..CN has the possibility to control its stopping process itself.
  • each cabin C1..CN can monitor other cabins, for example the following, and trigger an emergency stop if the monitored cabin C1..CN malfunctions.
  • the distances between the cabs C1..CN can be kept as small as possible or as large as necessary with the help of the dynamic model to ensure optimal efficiency of elevator operation.
  • sensors can also be used instead of the dynamic model.
  • Sensors for example infrared sensors, are arranged at the top and bottom of each cabin C1..CN, which measure the distances to the cabins C1..CN located above and below in shaft 1.
  • a shaft information system can be used to determine the positions of the cabins C1..CN, for example in the form of measuring strips arranged in the shafts 1, which are scanned by light barriers attached to the cabins C1..CN. In this way, the speed and position of each cabin C1..CN can be determined.
  • These driving data are also transferred to safety modules 10 and the braking behavior of the cabins C1..CN is then determined.
  • each safety device can also be used for multimobile elevator groups other than self-driving, for example an elevator group in which several cabs C1..CN run on ropes in the same shaft 1. Counterweights are arranged on the rope ends as compensation elements.
  • each cabin C1..CN has its own independent drive, which is located in a machine room above or is attached below the shafts 1 or on the counterweight.
  • the arrangement of the security modules 10 does not necessarily have to be on the cabins C1..CN; they can also be accommodated in the machine room or on floors E1..EN.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Structural Engineering (AREA)
  • Elevator Control (AREA)
  • Types And Forms Of Lifts (AREA)
  • Lift-Guide Devices, And Elevator Ropes And Cables (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)
  • Emergency Lowering Means (AREA)
EP96115953A 1995-10-17 1996-10-04 Dispositif de sécurité pour groupes d'ascenseur multi-mobiles Expired - Lifetime EP0769469B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP03013913A EP1371596B1 (fr) 1995-10-17 1996-10-04 Dispositif de sécurité pour groupe d'ascenseurs

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
CH293595 1995-10-17
CH2935/95 1995-10-17
CH293595 1995-10-17

Related Child Applications (1)

Application Number Title Priority Date Filing Date
EP03013913A Division EP1371596B1 (fr) 1995-10-17 1996-10-04 Dispositif de sécurité pour groupe d'ascenseurs

Publications (2)

Publication Number Publication Date
EP0769469A1 true EP0769469A1 (fr) 1997-04-23
EP0769469B1 EP0769469B1 (fr) 2003-12-17

Family

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Family Applications (2)

Application Number Title Priority Date Filing Date
EP96115953A Expired - Lifetime EP0769469B1 (fr) 1995-10-17 1996-10-04 Dispositif de sécurité pour groupes d'ascenseur multi-mobiles
EP03013913A Expired - Lifetime EP1371596B1 (fr) 1995-10-17 1996-10-04 Dispositif de sécurité pour groupe d'ascenseurs

Family Applications After (1)

Application Number Title Priority Date Filing Date
EP03013913A Expired - Lifetime EP1371596B1 (fr) 1995-10-17 1996-10-04 Dispositif de sécurité pour groupe d'ascenseurs

Country Status (6)

Country Link
US (1) US5877462A (fr)
EP (2) EP0769469B1 (fr)
JP (1) JP4008061B2 (fr)
AT (2) ATE333431T1 (fr)
CA (1) CA2187996C (fr)
DE (2) DE59610869D1 (fr)

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WO2004043842A1 (fr) * 2002-11-09 2004-05-27 Thyssenkrupp Elevator Ag Systeme de securite pour systeme d'ascenseur comprenant plusieurs cabines d'ascenseur dans une cage
EP1894875A1 (fr) * 2006-08-31 2008-03-05 Inventio Ag Dispositif de sécurité pour installation d'élévation et installation d'élévation dotée d'un tel dispositif de sécurité
EP1894874A1 (fr) * 2006-08-31 2008-03-05 Inventio Ag Dispositif de sécurité pour ascenseur
EP1905717A1 (fr) * 2006-09-08 2008-04-02 Inventio Ag Procédé de fonctionnement d'une installation d'ascenseur, installation d'ascenseur pouvant fonctionner à l'aide de ce dispositif et dispositif de sécurité pour cette installation d'ascenseur
US7448471B2 (en) 2005-03-05 2008-11-11 Thyssenkrupp Elevator Ag Elevator installation
WO2009038551A2 (fr) * 2007-09-18 2009-03-26 Otis Elevator Company Cage d'ascenseur à cabine multiple comprenant une commande de séparation de cabine
US7621376B2 (en) 2004-07-15 2009-11-24 Inventio Ag Elevator installation and method for operating a vertical elevator shafts arranged adjacent to one another
WO2010072659A1 (fr) * 2008-12-26 2010-07-01 Inventio Ag Commande d'ascenseur pour une installation d'ascenseur
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RU2456225C2 (ru) * 2007-09-18 2012-07-20 Отис Элевейтэ Кампэни Способ поддержания разделительной дистанции в многокабинной лифтовой шахте и лифтовая система
RU2464217C2 (ru) * 2006-12-21 2012-10-20 Инвенцио Аг Способ предотвращения наезда двух установленных в одной шахте лифтовой установки с возможностью движения лифтовых кабин и соответствующая лифтовая установка
EP2522615A1 (fr) * 2003-03-18 2012-11-14 Mitsubishi Denki Kabushiki Kaisha Appareil d'ascenseur et dispositif de sécurité pour un ascenseur
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US7779967B2 (en) 2006-09-08 2010-08-24 Inventio Ag Method of operating an elevator installation, an elevator installation operable by this method and safety equipment for this elevator installation
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US5877462A (en) 1999-03-02
EP1371596A1 (fr) 2003-12-17
DE59611367D1 (de) 2006-08-31
CA2187996A1 (fr) 1997-04-18
EP0769469B1 (fr) 2003-12-17
EP1371596B1 (fr) 2006-07-19
JPH09110316A (ja) 1997-04-28
ATE256625T1 (de) 2004-01-15
ATE333431T1 (de) 2006-08-15
JP4008061B2 (ja) 2007-11-14
CA2187996C (fr) 2005-08-02

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