Classifications

• • 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
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B66—HOISTING; LIFTING; HAULING
  • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
  • B66B11/00—Main component parts of lifts in, or associated with, buildings or other structures
  • B66B11/0065—Roping
  • B66B11/008—Roping with hoisting rope or cable operated by frictional engagement with a winding drum or sheave
  • B66B11/0095—Roping with hoisting rope or cable operated by frictional engagement with a winding drum or sheave where multiple cars drive in the same hoist way
• • 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
  • B66B5/0043—Devices enhancing safety during maintenance
  • B66B5/005—Safety of maintenance personnel
• • 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

Definitions

• the invention relates to an elevator system with at least one shaft, in which at least two cars can be moved along a common carriageway, the cars each comprising a safety gear and the cars each being assigned a control unit, a drive and a brake, and with a shaft information system for determination the positions and speeds of the cars connected to an electrical safety device.
• EP 0 769 469 AI proposes to assign a control unit to each car, which comprises a safety module which controls the acceleration and braking behavior of the car not only when there is a risk of collision but also in normal operation.
• the positions, speeds and the call assignments of the cars to be operated are transmitted to the safety module via a communication system, which calculates the necessary acceleration and braking behavior for each car on the basis of predefined driving curves and decides whether a car may stop or not .
• Infrared sensors can be arranged on each car, which measure the distances to the neighboring cars located above and below the car.
• a The shaft information system is used, for example measuring bars arranged in the shaft, which can be scanned by car sensors in the form of light barriers.
• the speeds and positions of all cars are calculated from the data obtained from this and transmitted to the safety modules of all cars via the communication system for controlling their braking behavior.
• the object of the present invention is to further develop an elevator installation of the type mentioned at the outset in such a way that a high conveying capacity can be achieved using structurally simple means, car collisions being reliably prevented.
• an emergency stop of a first car can be triggered by means of the safety device if the distance this car occupies from an adjacent second car or a road end has a predefinable critical distance falls below, and that the safety gear of the first car can be triggered if the distance the first car takes to the adjacent second car or to the end of the lane falls below a predetermined minimum distance, the control units being connected to one another and at least all the cars of a lane and in their entirety Form group control device.
• a safety device which triggers an emergency stop of a car by actuating its brake if the distance that this car is from an adjacent car or from a road end is less than a predeterminable critical distance.
• the critical distance can be specified in such a way that it ensures the braking distance required to stop the car in the event of an emergency stop in order to avoid a car collision. If the safety device determines by comparing the actually existing distance with the critical distance that the actual distance is less than the critical distance and consequently there is a risk of a car collision, the safety device triggers an emergency stop of the car.
• the invention also includes the idea that even in the event of a fault in the safety device or inadequate braking after an emergency stop has been triggered, it should be ensured that a car collision is reliably ruled out.
• the safety gear of the car is triggered if the distance that this car occupies from the adjacent car or from the end of the carriageway falls below a predetermined minimum distance.
• the minimum distance is chosen to be smaller than the above-mentioned critical distance, but in any case it is dimensioned such that it provides the braking distance which is formed when the safety gear is triggered, without causing a car collision.
• a further gain in safety is achieved in the elevator installation according to the invention in that the control units of at least all the cages of a carriageway are connected to one another and in their entirety form a group control device.
• the movements of all the cars moving along a common roadway can be monitored by means of the group control device.
• the group control device comprises the control units assigned to each car, which are wired or wirelessly connected to one another and, through their interaction, control all the cars. As a result, a superordinate central unit for the cars of a carriageway can be omitted.
• the control units are preferably connected to one another via a BUS system.
• a BUS system Alternatively, separate connection lines can be used.
• a connection via light guides can also be provided, or the connection can be wireless, for example via radio or light.
• the critical distance depends on the speed and / or the direction of travel.
• the braking behavior which is dependent on the speed of the car, can be taken into account for dimensioning the critical distance, so that a larger critical distance can be specified at high speed than at low driving speed.
• This enables the cars to be brought very close to one another, for example during an inspection or maintenance, with slow driving, without an emergency stop being triggered, while a relatively large critical distance is specified when traveling at nominal speed.
• the dependence of the critical distance on the direction of travel makes it possible to Ren influence on the required braking distance of the car.
• the safety device can also be given the positions of certain points within the shaft, including the positions of the upper and lower ends of the carriageway, and an emergency stop can be triggered by the safety device if the distance that a car has from the specified shaft point is falls short of the critical distance.
• the critical distance also depends on the speed and preferably also the direction of travel of the second car, which the first car is approaching. Then, for example, when driving two cars in a row in the same direction, the critical distance can be selected to be smaller than when driving together.
• control units of cars arranged on different lanes are connected to one another and form a group control device. This makes it possible to record the movements of a large number of cars in order to achieve the highest possible conveying capacity.
• the control units of all the cars of the entire elevator installation are preferably connected to one another and form a group control device, so that the movements of all the cars can be coordinated.
• control units are connected to the shaft information system in order to control the respectively assigned car while maintaining a distance that is dependent on the speed and preferably also on the direction of travel, which the car has to the neighboring cars or to a road end and advantageously also to a forward given shaft position.
• Such a configuration ensures a particularly high conveying capacity, because the position and speed of all the cars, at least one lane, can be entered for the entirety of the control units, i.e. the group control device, via the shaft information system, so that the distances between the cars can be calculated by means of the control units and with a speed-dependent one Safety distance can be compared.
• the speed of at least one car can be changed by means of the control units and the safety distance can thereby be restored.
• the control units therefore not only take over the function of optimally controlling the assigned cars to achieve a high conveying capacity, but they also represent a first safety level in such a way that the distances that arise in each case to the neighboring cars and to predetermined shaft points, in particular to the end of the road, are monitored and if necessary, the movements of the cars can be controlled to maintain the safety distances.
• the drive of the respectively assigned car can preferably be switched off and the brake activated by means of the control units.
• the control units can consequently act directly on the brakes in order to be able to brake the cars to such an extent that the speed and preferably also direction-dependent safety distances are maintained.
• one drive or both drives can be switched off and the cars can be braked.
• both drives can be switched off and both brakes activated, while only driving when traveling in a common direction
• the drive of the rear car in the direction of travel is switched off and the brake is activated.
• the elevator system comprises destination input devices arranged outside the cars and connected to the control units for entering the destination.
• a user of the elevator system can specify the desired destination outside the car of the entirety of the control units, that is to say the group control device. Taking into account the required safety distances, the operator then selects the car that is most favorable with regard to an optimal conveying capacity and which transports the user to the desired destination in the shortest possible time, with as few stopovers as possible.
• Other criteria can also be used to select the cheapest car, for example the energy consumption or the most uniform mileage of the individual cars or other components that are assigned to the cars.
• the destination input devices comprise a display device for displaying a car to be used. The user can thereby be shown the car to be used on the destination input device.
• the safety device comprises a plurality of safety units, each assigned to a car. It can in particular be provided that the respective safety unit is arranged on the car.
• the security units can be connected to one another in a wired or wireless manner, for example via optical fibers, via a BUS system or also by radio.
• Such a configuration makes the safety device particularly insensitive to faults, because the failure of a safety unit merely means that the car assigned to this safety unit can no longer be used However, monitoring of the remaining cars and thus the overall operation of the elevator system is not affected.
• the safety device comprises at least one distance determination unit for determining the distance which a car occupies from an adjacent car or a road end and preferably also from a predetermined shaft point, the distance being determinable by means of the positions of the cars.
• the distances are calculated automatically from the positions provided by the shaft information system.
• the positions of adjacent cars can be entered into the distance determination units.
• the positions of certain shaft points, in particular the positions of the upper and lower end of the carriageway can be predetermined for the distance determination units.
• the distance determination units can include programmable memory units in which the positions of the shaft points can be stored.
• the elevator system comprises distance sensors for determining the distance which a particular car occupies from an adjacent car or a road end and preferably also from a predetermined shaft point, the distance sensors being connected to the safety device.
• the distance sensors enable the distances to be determined directly without the above-mentioned positions having to be used for this.
• the distance sensors are preferably arranged on the cars, for example in the area of their floor and ceiling. Infrared sensors, ultrasonic sensors or laser sensors can be used as distance sensors, for example.
• the safety device comprises a determination unit for determining the critical distance, which is preferably dependent on the speed and preferably also on the direction of travel.
• a determination unit is used to determine this critical distance. This can be configured, for example, in the form of a storage unit for storing speed-dependent and preferably also direction-dependent critical distance values. The direction of travel and the speed of the respectively assigned car and preferably also at least of the immediately adjacent car can then be entered into the memory unit, so that a critical distance value corresponding to the respective speed and the respective direction of travel can be called up.
• the determination unit calculates the critical distance value corresponding to a specific speed and preferably a specific direction of travel based on predetermined characteristic data of the elevator system.
• the safety device comprises a comparison unit for comparing the real, that is to say actually existing, distance between a car and an adjacent car or a road end with the predeterminable critical distance, which is preferably dependent on the speed and possibly the direction of travel, and for loading - Provision of an emergency stop signal if the actual distance falls below the critical distance.
• the comparison unit is preferably connected to a downstream brake controller, to which the emergency stop signal provided by the comparison unit can be input and which then outputs a control signal which activates the brake.
• the elevator installation preferably comprises at least one speed determination unit for determining the speed of the cars. It is advantageous here if a separate speed determination unit is assigned to each car. In particular, it can be provided that the respectively assigned speed determination unit is arranged on the car.
• the speed determination unit is integrated in the safety device and is coupled to the car via a wired or wireless connection.
• the shaft information system comprises a marking system arranged in the shaft and / or on the cars with a large number of markings which are marked on the cars or Readers arranged in the shaft can be read, the readers being coupled to the safety device.
• the marking system is preferably arranged within the shaft and there is a reader on each car for reading the markings.
• the reading process can take place without contact; in particular, a magnetic and / or optical reading of the markings of the marking system can be provided.
• the safety devices can be provided with an electrical signal by the reading devices which, in coded form, reproduces the position and preferably also the speed and the direction of movement of the car.
• This signal can be decoded within the safety device by means of a decoder unit for further processing of position, direction of travel and / or speed data of the car.
• the marking system can comprise, for example, barcode symbols arranged on a carrier, and the reading devices can be designed as barcode readers.
• the barcode readers can be designed as laser scanners.
• a barcode arranged on a carrier can be optically read by means of the barcode reader.
• the barcode here reflects the current position, and the change in position data per unit of time represents a measure of the speed of the car at which the barcode reader is held.
• the direction of movement of the car can be obtained from the successive position data.
• the barcode reader provides the safety device and the control unit of the car with an electrical signal which contains all the information for determining the position, the direction of travel and the speed of the respectively assigned car.
• a first barcode reader is connected to the security device and a second barcode reader is connected to the control unit.
• the triggering of at least one safety device is provided. In a preferred embodiment, this can be triggered mechanically.
• each car is assigned an element projecting in the direction of an adjacent car and a stop element for triggering a safety gear, wherein if the minimum distance between two adjacent cars is not reached, a stop element for triggering a safety gear can be acted on by means of at least one protruding element.
• the distance of the projecting element to the associated car and the positioning of the stop element on the car are selected such that the projecting element of one car strikes the stop element of the other car when the distance between the two cars corresponds to the predetermined minimum distance. This is chosen so that the car is reliably brought to a standstill within the minimum distance after the safety gear has been triggered.
• the catching device of the first car can be triggered by the abutment of the projecting element associated with this car on the abutment element of the adjacent second car.
• the protruding element of the first car is operatively connected to its safety gear. If, for example, the first car moves in the direction of a standing second car, the protruding element of the first car hits the stop device of the standing car when the minimum distance is undershot, and this has the consequence that the safety gear of the moving car is triggered and the car abruptly is braked and brought to a standstill. Another This reliably prevents the first car from approaching the second car.
• the safety device of the second car can be triggered by the abutment of the projecting element associated with the first car on the stop element of the second car.
• the stop element of the second car is operatively connected to its safety gear. If, for example, a car approaches a standing car in an impermissible manner, the protruding element of the standing car strikes the stop element of the moving car, whereby its safety gear is triggered so that it stops after a short braking distance.
• the distance of the projecting element from the assigned car can be changed, since this allows the distance to be adapted to the operating conditions of the car, in particular to its nominal speed.
• the projecting element is connected to the associated car via rigid connecting links.
• the projecting element is connected to the associated car via a rod.
• the above element is advantageously designed as an elongated actuating element.
• a moving speed limiter cable is usually assigned to each car, which is coupled to the respective safety gear, preferably via a safety gear.
• protruding element is held on the speed governor rope.
• a sleeve or sleeve can be provided, which is fixed to the speed limiter cable at a predetermined distance from the car and which interacts with the stop element of the adjacent car in the event of an impermissible approach.
• the protruding element is preferably attached to the speed limiter cable so as to be displaceable. This makes it possible to specify different distances by displacing, for example moving, the above element.
• the stop element between a stop position in which the projecting element of the adjacent car can strike against the stop element, and a release position in which the projecting element of the adjacent car can pass the stop element can be moved back and forth. This gives the possibility of transferring the stop element of one car to its release position when the adjacent car is approaching deliberately, so that the projecting element of the other car can pass through the stop element of one car. It is thus prevented that a safety device is triggered when the two cars approach the car very deliberately.
• the stop element can be arranged movably on the car, for example pivotably or displaceably.
• the stop element is designed in several parts, two parts being able to be folded apart, so that the projecting element of the other car can be moved between the two parts of the stop element.
• the safety device can be triggered by the safety device.
• the safety device In addition to its function of triggering an emergency stop when the distance falls below a critical distance, the safety device also performs the further function of triggering the safety gear of at least one car when the distance falls below a further distance, namely the minimum distance.
• the safety device comprises a determination unit for determining a minimum distance which is speed-dependent and advantageously also dependent on the direction of travel.
• a determination unit for determining a minimum distance which is speed-dependent and advantageously also dependent on the direction of travel.
• Such an embodiment has the advantage that when two cars are approaching slowly, a smaller minimum distance can be used to trigger a safety gear than when the cars are approaching quickly.
• the minimum distance from the determination unit to the value 0 can be specified during an inspection or maintenance trip at a very low speed of the cars, so that two cars can collide directly without triggering a safety gear.
• the minimum distance required to trigger a safety gear can thus be monitored electronically by means of the determination unit.
• the determination unit can be configured, for example, in the form of a memory unit in which a multiplicity of speed-dependent and preferably also direction-dependent minimum distance values are stored, so that depending on the respectively existing speed and the respective the assigned minimum distance value can be called up in the present direction of travel.
• the minimum distance value can be calculated using the determination unit.
• the comparison of the actually existing distance with the minimum distance is preferably carried out by means of a comparison unit of the safety device, which provides a catch trigger signal if the actual distance falls below the minimum distance.
• Figure 1 is a schematic representation of a first embodiment of an elevator system according to the invention
• Figure 2 is a schematic representation of a second embodiment of an elevator system according to the invention.
• Figure 3 is a schematic representation of a third embodiment of an elevator system according to the invention.
• FIG. 1 shows a highly schematic first embodiment of an elevator installation according to the invention, which is denoted overall by reference number 10.
• the elevator system 10 comprises two cars 12, 14 arranged one above the other in a shaft (not shown in the drawing), which can be moved up and down along a common roadway known per se and therefore not shown in the drawing.
• the Car 12 is coupled to a counterweight 16 via a supporting cable 15.
• the elevator car 14 is held on a supporting cable 17, which cooperates with a counterweight in the same way as the supporting cable 15, but which is not shown in the drawing in order to achieve a better overview.
• Each car 12, 14 is assigned a separate drive in the form of an electric drive motor 20 or 22 and a separate brake 23 or 24.
• the drive motors 20, 22 are each assigned a traction sheave 25 or 26, via which the carrying cables 15 or 17 are performed.
• the cars 12, 14 are guided in the vertical direction along the common carriageway by means of guide rails which are known per se and are therefore not shown in the drawing.
• Each car 12, 14 is assigned a separate control unit 28 or 30 for controlling the cars 12, 14.
• the control units 28, 30 are electrical via control lines with the respectively assigned drive motor 20 or 22 and with the associated brake 23 or 24 Connection.
• the control units 28, 30 are directly connected to one another via a connecting line 32.
• the elevator installation 10 comprises destination input devices 34 arranged outside the cars 12, 14 on each floor to be operated, with which the user can enter the desired destination.
• destination input devices 34 are not only used to enter a destination, but also they also have a display unit known per se and therefore not shown in the drawing, for example a screen with which the user can be shown a car selected by the control units 28, 30 for use.
• the destination input devices 34 are electrically connected to the control units 28 and 30 via bidirectional transmission lines 36.
• they can be designed as touch-sensitive screens in the form of so-called touch screens, which allow simple entry of the destination and simple display of the car to be used.
• the control units 28, 30 each assigned to one car 12, 14 together form an electronic group control device of the elevator installation 10, each control unit 28, 30 within the group being able to independently control the assigned car 12 or 14.
• the group control can carry out a very fast car allocation and carry out an optimized trip control and thus achieve a very high conveying capacity with the greatest safety.
• the elevator installation 10 has a shaft information system in the form of a barcode carrier 38 which extends along the entire roadway and which carries barcode symbols 40 which can be optically read by barcode readers 42 and 44 respectively arranged on a car 12, 14.
• the barcode symbols 40 represent a position in coded form and are read by the barcode readers 42 and 44. The position information thus acquired without contact is output as electrical signals by the barcode readers 42 and 44.
• the respective position of the Cars 12, 14 detected.
• the speeds of the cars 12, 14 can be determined from the change in the position data per unit of time.
• the scanning of the barcode symbols 40 enables the direction of travel of the cars 12 and 14 to be determined from the successive position information.
• the elevator installation 10 comprises a safety device 47, which has a number of safety units 48, 49 which corresponds to the number of cars 12, 14 to be used and which are each assigned to a car 12 or 14.
• the security units 48 and 49 are constructed identically and each include a position evaluation unit 51, a direction of travel evaluation unit 52 and a speed evaluation unit 53.
• the position, direction of travel and speed evaluation units 51, 52, 53 of the security unit 48 are connected to the barcode via a data line 55.
• the reader 42 of the car 12 is in electrical connection, and the position, direction and speed evaluation units 51, 52 and 53 of the security unit 49 are connected to the barcode reader 44 of the car 14 via a corresponding data line 57.
• the evaluation units 51, 52 and 53 mentioned process the electrical signal provided by the assigned barcode reader 42 or 44 to a position, direction of travel or speed signal.
• Corresponding position, direction of travel and speed evaluation units also have the control units 28 and 30, which are connected to the data lines 55 and 57 via input lines 59 and 61, respectively.
• the information provided by the barcode readers 42 and 44 about the position, the direction of travel and the speed of the respective cars 12 and 14 is not only available to the safety device 47, but also to the respectively assigned control units 28 and 30.
• the safety units 48 and 49 each have a distance determination unit 63 which is in electrical connection with the position evaluation units 51 of both safety units 48 and 49 and from the position signals of the two position evaluation units 51 the real distance between the two cars 12 and 14, calculated.
• the comparison units 65 have two inputs.
• the electrical signal of the distance determination unit 63 which corresponds to the real distance between the two cars 12, 14, is present at a first input.
• a second input of the comparison unit 65 is connected to a determination unit 67, which is connected on the input side to the outputs of the travel direction evaluation unit 52 and the speed evaluation unit 53.
• the determination unit 67 is designed as a read-write memory.
• the determination unit 67 is given critical distance values which are dependent on the speed and direction of travel and which can be called up while the elevator system 10 is in operation.
• the speed and direction of travel signals can be supplied to the determination unit 67 while the vehicle is traveling, so that the predetermined critical distance corresponding to these data can be called up and passed on to the comparison unit 65.
• the critical distance corresponding to the direction of travel and the speed of the respective car 12 or 14 is compared in the comparison unit 65 with the real distance which the respectively assigned car occupies from the adjacent car. If the real distance falls below the critical distance, the comparison unit 65 outputs an emergency stop signal which causes a brake control unit 69 arranged downstream of the comparison unit 65 to output an electrical signal which activates the brakes 23 and 24 assigned to the respective car 12, 14.
• the electrical signals provided by the barcode readers 42 and 44 are also transmitted via the input lines 59 and 61 to the control units 28 and 30, which in their entirety form a group control device. This makes it possible to control the cars 12 and 14 by means of the control unit 28, 30 while maintaining a safety distance during normal operation of the elevator system 10.
• each car comprises a safety device 72 and 74, known per se and therefore only shown schematically in the drawing, and a speed limiter rope 76 and 78.
• the latter are arranged in a conventional manner and therefore only shown in a highly schematic manner in the drawing via at the lower end of the elevator shaft Deflection rollers and speed limiters 79, 81 arranged at the upper end of the elevator shaft are each fixed to a catch rod 80 or 82 of the associated car 12, 14.
• the speed limiters 79, 81 can trigger the safety device 72 or 74 if the maximum speed of the cars 12, 14 is exceeded via the speed limiter cables 76 or 78 and the respective catch rods 80 or 82.
• An element protruding in the direction of the adjacent car in the form of an actuating sleeve 84 and 86 is held on the speed limiter ropes 76 and 78 at a predetermined distance from the respective car 12 and 14, and an abutment element is attached to the other car in each case Shape of a pivot arm 88 or 90 coupled to the respective safety gear 72 or 74 is assigned.
• the actuating sleeve 84 which is coupled to the car 12 via the speed limiter cable 76, projects in the direction of the car 14 via the lower end of the car 12 facing the car 14.
• the actuating sleeve 86 which is coupled to the car 14 via the speed limiter cable 78, projects in the direction of the car 12 via the upper end of the car 14 facing the car 12.
• the swivel arms 88 and 90 coupled to the respective safety gear 72 and 74 are held on the respective car 12 and 14 so as to be displaceable in the horizontal direction. This enables them to be moved back and forth between a stop position shown in FIG. 1 and a release position in which the free end of the swivel arms 88 and 90 is arranged at a distance from the assigned speed limiter cable 78 and 76, respectively. If the swivel arms 88 and 90 are moved into their release position, this has the consequence that even with a very strong mutual approach of the two cars 12 and 14, the actuating sleeves 84 and 86 do not strike the associated swivel arms 88 and 90 and the safety devices can be triggered.
• the information about the desired low driving speed can be output from the control unit 28, 30 to the determination unit 67.
• FIG. 1 A second embodiment of an elevator installation according to the invention is shown in a highly schematic form in FIG.
• the elevator system 110 is largely identical in construction to the elevator system 10 explained above with reference to FIG. 1. Identical components are therefore designated with the same reference numerals as in FIG. 1 and with regard to the structure and function of the components, reference is made in full to the preceding.
• the elevator system 110 differs from the elevator system 10 only in that the real distance between the two cars 12, 14 is not determined electronically by means of a distance determination unit based on the information provided by the barcode readers 42 and 44, but rather that mutual distance is detected independently of the barcode readers 42 and 44 with contactless distance sensors 111 and 113 arranged on the top and bottom of the cars 12 and 14.
• the distance sensors 111 and 113 of each car 12 and 14 are connected via a separate data line 115 to the comparison unit 65 of the assigned safety unit 48 or 49. From the barcode Information provided to readers 42 and 44 is used to determine the direction of travel and the speed of the respective car 12, 14, while the distance is determined independently of this with the aid of distance sensors 111 and 113.
• a position evaluation unit 51 can thus be dispensed with in the safety units 48 and 49 of the elevator system 110. Again, the real distance that the two cars 12, 14 have from one another is compared with a critical distance that is dependent on the direction of travel and speed of the respectively assigned car 12 and 14. If necessary, the safety unit 48 or 49 triggers an emergency stop, as has already been explained above. If the resulting braking of the cars 12 and / or 14 is not sufficient to reliably prevent a collision, at least one safety device is also triggered mechanically in the elevator system 110 shown in FIG. 2, as explained above with reference to FIG.
• the distance sensors 111, 113 can also be used to determine the respective distance to the lower or upper end of the road.
• FIG. 3 A third embodiment of the elevator installation according to the invention is shown in FIG. 3 and overall designated by reference number 210. This is in turn largely identical in construction to the elevator system 10 explained above with reference to FIG. 1. Identical components are therefore also denoted in the embodiment shown in FIG. 3 with the same reference numerals as in FIG referred to the above.
• the elevator system 210 shown in FIG. 3 differs from the elevator system 10 only in that the safety gear 72 is triggered 74 of the cars 12 and 14 is not carried out mechanically by means of actuating sleeves and associated swivel arms attached to speed limiter cables, but the safety devices 72 and 74 are triggered electronically by the respectively assigned safety units 48 and 49 when the two cars 12 and 14 are approached inadmissibly.
• the safety units 48 and 49 comprise, in addition to the determination unit 67, a further determination unit 223, with the aid of which a minimum distance which is dependent on the direction of movement and the speed of the respectively assigned car 12 or 14 can be determined, which is in an additional comparison unit 225 with the real one Distance between the two cars 12 and 14 can be compared.
• the determination unit 223 is given the direction and speed data of the travel direction evaluation unit 52 and the speed evaluation unit 53, and based on the entered values, the determination unit 223 outputs an assigned minimum distance value, which is entered during a programming phase and which can then be compared with the real distance value.
• the determination unit 223 is also designed as a read / write memory. The provision of a minimum distance value as a function of the direction of travel and speed by means of the determination unit 223 makes it possible that no safety device 72 or 74 is triggered when the two cars 12 and 14 are deliberately approaching each other at a very low speed, for example during an inspection or maintenance trip. However, if the cars 12 and / or 14 have a higher speed, the provision of a correspondingly high minimum distance value ensures that a collision can be reliably prevented in the event of an impermissible approach by triggering the respective safety gear.

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• Engineering & Computer Science (AREA)
• Structural Engineering (AREA)
• Civil Engineering (AREA)
• Mechanical Engineering (AREA)
• Automation & Control Theory (AREA)
• Elevator Control (AREA)
• Maintenance And Inspection Apparatuses For Elevators (AREA)
• Emergency Lowering Means (AREA)

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• 2002
  • 2002-11-09 JP JP2004550670A patent/JP4358747B2/ja not_active Expired - Fee Related
  • 2002-11-09 ES ES02808112T patent/ES2281572T3/es not_active Expired - Lifetime
  • 2002-11-09 WO PCT/EP2002/012538 patent/WO2004043841A1/fr active IP Right Grant
  • 2002-11-09 AT AT02808112T patent/ATE352509T1/de active
  • 2002-11-09 DE DE50209397T patent/DE50209397D1/de not_active Expired - Lifetime
  • 2002-11-09 EP EP02808112A patent/EP1562848B1/fr not_active Expired - Lifetime
  • 2002-11-09 CN CNB028298616A patent/CN100469675C/zh not_active Expired - Lifetime
• 2003
  • 2003-11-05 MX MXPA05004900A patent/MXPA05004900A/es active IP Right Grant
  • 2003-11-05 WO PCT/EP2003/012323 patent/WO2004043842A1/fr active Application Filing
  • 2003-11-05 AU AU2003286152A patent/AU2003286152A1/en not_active Abandoned
  • 2003-11-05 BR BRPI0316105A patent/BRPI0316105B1/pt not_active IP Right Cessation
  • 2003-11-05 KR KR1020057008262A patent/KR100714174B1/ko active IP Right Grant
  • 2003-11-05 RU RU2005114484/11A patent/RU2325315C2/ru not_active IP Right Cessation
  • 2003-11-07 TW TW092131227A patent/TWI295270B/zh not_active IP Right Cessation
• 2005
  • 2005-05-06 US US11/124,616 patent/US7353912B2/en not_active Expired - Lifetime

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