EP1371596B1 - Dispositif de sécurité pour groupe d'ascenseurs - Google Patents

Dispositif de sécurité pour groupe d'ascenseurs Download PDF

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Publication number
EP1371596B1
EP1371596B1 EP03013913A EP03013913A EP1371596B1 EP 1371596 B1 EP1371596 B1 EP 1371596B1 EP 03013913 A EP03013913 A EP 03013913A EP 03013913 A EP03013913 A EP 03013913A EP 1371596 B1 EP1371596 B1 EP 1371596B1
Authority
EP
European Patent Office
Prior art keywords
cages
group according
safety
lift group
stop
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 - Lifetime
Application number
EP03013913A
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German (de)
English (en)
Other versions
EP1371596A1 (fr
Inventor
Patrick Dr. El. Ing. Chenais
Romeo Dr. Dipl. El.-Ing. Deplazes
Killian El.-Ing.Eth Schuster
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Inventio AG
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Inventio AG
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Publication date
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Publication of EP1371596A1 publication Critical patent/EP1371596A1/fr
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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 group of elevators with a safety device that prevents collisions between a plurality of elevators circulating in a shaft.
  • US 5 419 414 is the closest prior art for the purposes of the present invention and forms the preamble of the independent claim. It discloses an elevator group with a security group in which several elevator cars simultaneously operate in a shaft over several floors, each cabin being guided on a cable driven by its own independent drive and the determination of the current position of the cars being carried out with a shaft information system.
  • JP 05 051 185 relates to an elevator group with several vertically self-propelled cabins. To prevent the collision between subsequent cars, the detection of the speeds of the individual cars is taught via speed detectors mounted on guide shoes. At each car, the speed of the car is detected via a speed detector arranged in the lower area of the car and transmitted as speed signals to a central group control device.
  • Disadvantage of this teaching is that the minimum permissible cabin distances are determined only after transmission to the group control device, which represents a security risk in case of disruption of the communication channel.
  • the invention has for its object to propose an elevator group with a safety device of the type mentioned, which Collisions between cabins located in the same shaft are prevented.
  • the measures listed in the dependent claims advantageous refinements and improvements of claim 1 safety device for a multi-mobile elevator group.
  • the safety device is particularly suitable for self-propelled cabins. Furthermore, by placing a safety module on each cabin, other cabs, for example one following in the same bay, can monitor and trigger an emergency stop if a malfunction occurs in the monitored cab.
  • FIG. 1 shows a schematic representation of a multi-vehicle elevator installation.
  • Several vertically and horizontally self-propelled elevator cabs C1..CN operate in an elevator installation with, for example, four shafts 1 and the floors E1..EN.
  • Each cab C1..CN is driven by its own independent drive 1, for example by a frequency-controlled drive.
  • the embodiment can take place, for example, in the form of the friction-wheel drive described in EP 556 595.
  • each shaft 1 several cabs C1..CN can independently move up or down.
  • the shafts 1 are connected to each other at their upper and lower ends with a connecting passage 3. In this way, the cabs C1..CN can change their direction of travel by changing the shaft. A change in the direction of travel can also take place if only one car C1..CN is located in a shaft 1.
  • the emergency stop and the intervention of the safety gear are the two basic principles in the event of overspeed or faulty operation.
  • a multi-mobile elevator group as shown in FIG. 1, several cabs C1..CN can operate simultaneously in the same shaft 1.
  • a safety device In a In the case of overspeed or faulty operation, a safety device must ensure that collisions between the cabs C1..CN can be prevented.
  • the distances d1 and d2 as braking distances. A collision between the two cars C1, C2 will occur if the distance d2-d1 is at the beginning of the braking phase.
  • a communication system 11 secures the transmission of information between the elevator cars C1..CN and the security module 10.
  • the security device further includes within the security module 10 a decision module 12, which is responsible for the determination of the stop commands.
  • the decision module 12 continuously receives the positions, speeds and stopping possibilities of all cabs C1..CN.
  • the cars C1..CN also send a stop request, which processes the decision module 12 and gives the car C1..CN the stop permission.
  • the normal stop is controlled, for example, in a frequency-controlled drive via the torque.
  • an emergency stop and to secure the cabin C1..CN at a stop on a floor E1..EN is used as a holding brake, for example, a drum brake.
  • the safety gear arranged directly on the cabin can be designed, for example, as a roller catching device.
  • the decision and the type and also the location of the stop is communicated to the booth by the decision module 12.
  • the safety module 10 can also allow the cabs C1..CN in the same shaft 1 different directions of travel without causing collisions. This driving significantly increases the efficiency of the elevator group.
  • a continuous data flow with the positions, speeds and targets of the cabs C1..CN would require an infinite communication channel.
  • a dynamic elevator model is integrated into the security module 10. This model allows very fast transmission of driving data (positions, speeds and destinations) and allows decision module 12 to promptly determine and transmit the stopping commands to cabs C1..CN.
  • the destination floor allocation is restricted so as to avoid unnecessary stops and cabs C1..CN blocked between floors E1..EN.
  • FIG. 3 shows a deceleration curve D for elevator cars C1..CN.
  • a car C1 passes through the shaft 1 at the rated speed vn. To be on a certain floor To be able to stop E1..EN, follows the drive control of the predetermined deceleration curve D, within a certain tolerance band Z, from the beginning of deceleration at nominal speed vn at point A to standstill vs the car C1 on the desired floor E1..EN at the point F of the deceleration curve D. If the car C1 starts from a point B closer to the point F, it can not be accelerated up to the rated speed vn, otherwise the car C1 can no longer be brought to a standstill by the passengers at reasonable deceleration values. Thus, upon reaching point C, the drive control follows the deceleration curve D until it stops, at point F.
  • FIG. 4 shows a dynamic model of the elevator travel curves for a five-storey building f1-f5.
  • the travel curves for all possible floor distances, accelerations and decelerations are shown in the dynamic model.
  • Selectors s i, j are the intersections between the acceleration curves from the start floors i and the deceleration curves to the destination floors j.
  • the point f k is the stop position on floor k.
  • the information of all selectors s and stop positions f and the transition time between these points form the dynamic model of an elevator installation.
  • the knowledge of the position of a relevant point of a car C1..CN in the network is synonymous with the knowledge of the current positions and speeds. This allows the determination of the future positions and the stopping possibilities of the cabins C1..CN. Therefore, a car C1..CN only has to indicate the position of a particular brand in the network in order to transmit all the information requested by the decision module 12.
  • This message announces that Cabin C1 will reach selector s3,4 at time 365.4.
  • the exclamation mark! declares the message as information.
  • the type of coding of the message can be chosen freely and adapted to the communication system 11.
  • FIG. 5 shows a schematic representation of the possible braking behavior and the stop commands of a car.
  • the simple and fast transmission of the stop commands is carried out by the decision module 12.
  • the most important component of the command must contain the holding position f k in the network, which must reach the cabin C1..CN.
  • This stop command instructs the car C1 to reach the floor f5.
  • the double exclamation mark !! indicates that it is a stop command.
  • the time 370.1 is optional. It corresponds to the maximum arrival time on floor f5. This implicitly determines the braking behavior (normal stop N, emergency stop E and safety gear P).
  • stopping commands There are other ways to formulate the stopping commands. For example, it can be specified which of the braking behaviors 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 cab C1 on floor f5.
  • the stop commands are defined implicitly.
  • the decision module 12 may arrange a stop for a car C1..CN long before arrival at a selector fk. Therefore, the decision module 12 is detached from any real-time problems, such as the commands for the brakes, etc.
  • Each cab C1..CN is responsible for monitoring its position and speed. Likewise, the cabs C1..CN are themselves responsible for the initiation of the braking phase or for the delay control until the final stop, wherein the stop commands sent by the decision module 12 are followed.
  • FIG. 6 and 7 show schematic representations of the cabin states for the decision module 12.
  • the decision module 12 must know the dimensions of the cabs C1..CN, in particular their heights h, for monitoring the elevator installation.
  • Cab height h is taken into account by decision module 12 as the length of the bar shown in FIG.
  • Marks T represent the states of cabs C1..CN in the network.
  • a configuration as in Figure 6 would be between cab C2 approaching floor f4 and cab C1 driving off floor f4 due to the overlapping (hatched area) of the two cabins C1, C2 cause a collision.
  • Such system conditions can be anticipated and effectively prevented by decision module 12.
  • each cubicle C1..CN shares the dynamic model shown in FIG. 4, or each cubicle C1..CN implements the dynamic model in a module M1.
  • each cabin C1... CN has a security module 10.
  • the redundant design of the security module 10 substantially increases security since the elevator installation does not only have to rely on a single security module 10.
  • a stop module 21 sends the request to a receiver unit 22.
  • the current driving data in particular the cabin position and speed, due to shaft information 26 and the information provided by a real time clock 27 is determined.
  • Position and velocity are supplemented in a processing unit 28 with the dynamic model from the 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 another dynamic model from a module M2 are processed and the braking behavior determined.
  • the braking behavior is transferred to a command generator 30, which generates the stopping command.
  • This stop command is transmitted to a brake module 31 of the car C1..CN, which is responsible for the forwarding of the command or the initiation of the braking phase.
  • each car C1..CN can determine its braking behavior alone.
  • Each car C1..CN has the possibility to control its stopping process itself.
  • each car C1..CN can monitor other cars, for example the following, and trigger an emergency stop if a malfunction occurs in the monitored car C1..CN. Thanks to this system, 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 in order to ensure optimum efficiency of the lift operation.
  • sensors can also be used instead of the dynamic model.
  • sensors for example infrared sensors, are arranged at the top and bottom, which measure the distances to cabs C 1... CN located above and below cabins 1.
  • a shaft information system can be used, for example in the form of measuring strips arranged in the shafts 1, which are scanned by light barriers fastened to the cabs C1..CN. In this way, the speed and position of each car C1..CN can be determined.
  • These driving data are also transmitted to safety modules 10 and then determined the braking behavior of the cabins C1..CN.
  • the arrangement of the safety modules 10 need not necessarily take place on the cabins C1..CN; they can also be accommodated in the engine room or on the 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)

Claims (10)

  1. Groupe d'ascenseurs avec un dispositif de sécurité, comprenant plusieurs cabines d'ascenseur (C1..CN) qui circulent simultanément dans au moins une cage (1) sur plusieurs étages (El..EN), chaque cabine (C1..CN) étant entraînée le long d'un câble par son propre entraînement indépendant (2), et la définition de la position actuelle des cabines (C1..CN) se faisant grâce à un système d'information de cage, caractérisé en ce que la mesure des distances par rapport aux cabines (C1..CN) se trouvant au-dessus et au-dessous, dans la cage (1), se fait grâce à des capteurs qui sont disposés en haut et en bas de chaque cabine (C1..CN).
  2. Groupe d'ascenseurs selon la revendication 1, caractérisé en ce qu'au moins un module de sécurité (10), à partir des données de circulation actuelles des cabines (C1..CN), calcule le comportement de freinage nécessaire des cabines (C1..CN) afin d'empêcher des collisions entre des cabines (C1..CN).
  3. Groupe d'ascenseurs selon la revendication 1 ou 2, caractérisé en ce que lorsqu'un appel est desservi par une cabine (C1..CN) grâce à l'arrêt à un étage, une cabine (C1..CN) s'approchant de cette cabine (C1..CN) qui s'arrête réduit sa vitesse et/ou s'arrête afin de respecter une distance de sécurité entre les cabines (C1..CN).
  4. Groupe d'ascenseurs selon la revendication 2, caractérisé en ce que chaque cabine (C1..CN) est équipée de son propre module de sécurité (10).
  5. Groupe d'ascenseurs selon la revendication 4, caractérisé en ce que chaque module de sécurité (10) peut déclencher des freinages non seulement sur sa propre cabine, mais aussi sur les cabines (C1..CN) voisines.
  6. Groupe d'ascenseurs selon l'une des revendications 2 à 5, caractérisé en ce que le comportement de freinage correspond à un arrêt normal à un étage, à un arrêt d'urgence ou à l'intervention du dispositif d'arrêt.
  7. Groupe d'ascenseurs selon l'une des revendications 2 à 6, caractérisé en ce que chaque module de sécurité (10) contient un module de décision (12) qui, à partir des données de circulation actuelles des cabines (C1..CN), fixe le comportement de freinage.
  8. Groupe d'ascenseurs selon la revendication 7, caractérisé en ce que chaque module de décision (12) transmet le comportement de freinage calculé au générateur d'ordres (30), qui génère l'ordre d'arrêt pour les cabines (C1..CN).
  9. Groupe d'ascenseurs selon l'une des revendications 1 à 8, caractérisé en ce que les entraînements (2) sont montés dans une machinerie au-dessus ou au-dessous de la cage (1), ou sur un contrepoids.
  10. Groupe d'ascenseurs selon l'une des revendications 1 à 9, caractérisé en ce que les capteurs sont des capteurs infrarouges.
EP03013913A 1995-10-17 1996-10-04 Dispositif de sécurité pour groupe d'ascenseurs Expired - Lifetime EP1371596B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
CH293595 1995-10-17
CH293595 1995-10-17
EP96115953A EP0769469B1 (fr) 1995-10-17 1996-10-04 Dispositif de sécurité pour groupes d'ascenseur multi-mobiles

Related Parent Applications (1)

Application Number Title Priority Date Filing Date
EP96115953A Division EP0769469B1 (fr) 1995-10-17 1996-10-04 Dispositif de sécurité pour groupes d'ascenseur multi-mobiles

Publications (2)

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EP1371596A1 EP1371596A1 (fr) 2003-12-17
EP1371596B1 true EP1371596B1 (fr) 2006-07-19

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

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EP96115953A Expired - Lifetime EP0769469B1 (fr) 1995-10-17 1996-10-04 Dispositif de sécurité pour groupes d'ascenseur multi-mobiles

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US (1) US5877462A (fr)
EP (2) EP1371596B1 (fr)
JP (1) JP4008061B2 (fr)
AT (2) ATE256625T1 (fr)
CA (1) CA2187996C (fr)
DE (2) DE59611367D1 (fr)

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ATE333431T1 (de) 2006-08-15
DE59611367D1 (de) 2006-08-31
ATE256625T1 (de) 2004-01-15
US5877462A (en) 1999-03-02
JP4008061B2 (ja) 2007-11-14
EP1371596A1 (fr) 2003-12-17
JPH09110316A (ja) 1997-04-28
DE59610869D1 (de) 2004-01-29
CA2187996A1 (fr) 1997-04-18
EP0769469B1 (fr) 2003-12-17
EP0769469A1 (fr) 1997-04-23

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