EP1562848B1 - Sicherheitseinrichtung für aufzugssystem mit mehreren aufzugskabinen in einem schacht - Google Patents

Sicherheitseinrichtung für aufzugssystem mit mehreren aufzugskabinen in einem schacht Download PDF

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Publication number
EP1562848B1
EP1562848B1 EP02808112A EP02808112A EP1562848B1 EP 1562848 B1 EP1562848 B1 EP 1562848B1 EP 02808112 A EP02808112 A EP 02808112A EP 02808112 A EP02808112 A EP 02808112A EP 1562848 B1 EP1562848 B1 EP 1562848B1
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EP
European Patent Office
Prior art keywords
car
distance
cars
elevator installation
installation according
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
EP02808112A
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German (de)
English (en)
French (fr)
Other versions
EP1562848A1 (de
Inventor
Günter REUTER
Wolfgang Meissner
Helmut Schlecker
Walter Nübling
Gerhard Thumm
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TK Elevator GmbH
Original Assignee
ThyssenKrupp Elevator AG
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Filing date
Publication date
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Application filed by ThyssenKrupp Elevator AG filed Critical ThyssenKrupp Elevator AG
Publication of EP1562848A1 publication Critical patent/EP1562848A1/de
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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 installation with at least one shaft, in which at least two cars can be moved along a common roadway, wherein the cars each comprise a safety gear and the cars are each assigned a control unit, a drive and a brake, and with a shaft information system for determination the positions and speeds of the cars, which is connected to an electrical safety device.
  • EP 0 769 469 A1 proposes assigning to each car a control unit which comprises a safety module which controls the acceleration and braking behavior of the car not only in the event of a collision hazard but also in normal operation.
  • the positions, speeds and the respectively to be operated call assignments of the cars are transmitted to the security module via a communication system, which calculates the necessary acceleration and braking behavior based on predetermined driving curves for each car and decides whether a car may stop or not .
  • a communication system which calculates the necessary acceleration and braking behavior based on predetermined driving curves for each car and decides whether a car may stop or not .
  • infrared sensors can be arranged, which measure the distances to the located above and below the car adjacent cars.
  • a Shaft information system are used, for example, arranged in the shaft measuring strips that can be scanned by car sensors in the form of light barriers. From the data obtained, the speeds and positions of all cars are calculated and transmitted via the communication system to the safety modules of all cars to control their braking behavior. The control of the car takes place both in normal operation and in the event of a safety-critical situation via the safety modules.
  • Object of the present invention is to develop an elevator system of the type mentioned in such a way that with a structurally simple means, a high conveying capacity can be achieved, car collisions are reliably prevented.
  • each car is assigned a control unit, a drive and a brake.
  • a safety device is used.
  • the cars are controllable by means of the control units, independent of the safety device while maintaining a safety distance.
  • the safety device triggers an emergency stop of a Car by pressing its brake, if the distance that this car to an adjacent car or to a roadway end, falls below a predetermined critical distance.
  • the critical distance can be set in such a way that it ensures the braking distance required for an emergency stop to stop the car in order to avoid a car collision. If the safety device determines that the actual distance is less than the critical distance by comparing the actual distance with the critical distance and consequently there is the risk of a car collision, then the safety device triggers an emergency stop of the car.
  • the invention provides that the safety gear of the car is triggered, if the distance that this car occupies the adjacent car or to the end of the road, falls below a predetermined minimum distance.
  • the minimum distance is chosen to be smaller than the above-mentioned critical distance, but it is in any case so dimensioned that it provides the form when triggering the safety brake, 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 cars of a carriageway are connected to one another and in their entirety form a group control device.
  • the group control device comprises each of a car associated control units that are wired or wirelessly connected to each other and control by their interaction all cars.
  • a higher-level central unit for the cars of a carriageway can be omitted.
  • the control units are connected to each other via a bus system.
  • separate connection lines can be used. It may also be a connection provided via optical fibers, or the connection can be wireless, for example via radio or light.
  • the critical distance is dependent on speed and / or direction of travel.
  • the braking behavior which depends on the speed of the car can be taken into account for dimensioning the critical distance, so that a greater critical distance can be predetermined at high speed than at low driving speed. This gives the possibility of approaching the cars very slowly, for example, during an inspection or maintenance with slow travel, without triggering an emergency stop, while a relatively large critical distance is given in a ride at rated speed.
  • the dependence of the critical distance from the direction of travel makes it possible Influence on the respectively required braking distance of the car to be considered.
  • the safety device can also be specified the positions of specific locations within the shaft, including the positions of the upper and lower ends of the lane, and by means of the safety device, an emergency stop can be triggered if the distance that a car to the predetermined shaft position, the critical distance falls below.
  • the critical distance is also dependent on the speed and preferably also on the direction of travel of the second car, to which the first car approaches. Then, for example, when driving two cars in the same direction in succession, the critical distance can be selected to be smaller than when driving on each other.
  • control units of arranged on different lanes cars are interconnected and form a group control device. This makes it possible to detect the movements of a large number of cars to achieve the highest possible conveying capacity.
  • control units of all the cars of the entire elevator system are connected to each other and form a group control device, so that it is possible to coordinate the movements of all cars.
  • control units are connected to the shaft information system for controlling the respective associated car while maintaining a speed and preferably also direction-dependent distance, the car to the adjacent cars or to a roadway end and conveniently also to a predetermined Schachtstelle, occupies.
  • Such a configuration ensures a particularly high delivery capacity, because the entirety of the control units, ie the group control device, the positions and speeds of all cars at least one lane can be entered via the shaft information system, so that calculated the distances of the cars by means of the control units and with a speed-dependent Safety distance can be compared.
  • the safety distance which can be selected to be greater than the critical distance provided for triggering an emergency stop, the speed of at least one car can be changed by means of the control units, thereby restoring the safety distance.
  • control units thus not only take over the function optimally to control the associated cars to achieve a high capacity, but they already represent a first level of security that each adjusting distances to the neighboring cars and to specific shaft locations, in particular to the track end, monitored and if necessary, the movements of the cars are controlled to maintain the safety distances.
  • the drive of the respective associated car can be switched off and its brake can be activated.
  • the control units can therefore act directly on the brakes to slow down the cars so far that the speed and preferably also direction of travel-dependent safety distances are met.
  • one or both drives can be switched off and the cars are braked.
  • both drives can be switched off in opposite directions and both brakes are activated, while driving in a common direction only the Drive the rear of the car in the direction of travel 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, the group control device. This then selects, taking into account the required safety distances, the most favorable with regard to an optimal transport capacity car, which carries the user in the shortest possible time to the desired destination, with as few stops as possible.
  • other criteria can be used, for example, the energy consumption or the smoothest possible 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 displayed on the destination input device of the car to be used by him.
  • the safety device comprises several, each associated with a car safety units.
  • This can be provided in particular that the respective safety unit is arranged on the car.
  • the security units can be wired or wirelessly connected to each other, for example via optical fibers, via a bus system or by radio.
  • the safety device is particularly resistant to interference, because the failure of a security unit only has the consequence that the car associated with this security unit can not be used, the Monitoring of the remaining cars and thus the overall operation of the elevator system is not affected thereby.
  • the safety device comprises at least one distance determining unit for determining the distance that a car occupies to an adjacent car or a roadway end and preferably also to a predetermined shaft location, wherein the distance can be determined by means of the positions of the car.
  • the distances are calculated automatically from the positions provided by the hoistway information system.
  • the positions of adjacent cars can be input to the distance determination units.
  • the positions of specific shaft positions, in particular the positions of the upper and lower roadway ends can be predetermined to the distance determination units.
  • the distance determination units may for this purpose comprise programmable memory units in which the positions of the shaft locations can be stored.
  • the elevator installation comprises distance sensors for determining the distance which a particular car occupies to an adjacent car or a roadway end and preferably also to a predetermined shaft location, the distance sensors being connected to the safety device.
  • the distance sensors allow an immediate determination of the distances, without the need to use the above-mentioned positions.
  • the distance sensors are preferably arranged on the cars, for example in the area of the floor and the ceiling.
  • distance sensors for example, infrared sensors, ultrasonic sensors or laser sensors can be used.
  • the safety device comprises a determination unit for determining the preferably speed-dependent and preferably also travel-direction-dependent critical distance.
  • a determination unit for determining the preferably speed-dependent and preferably also travel-direction-dependent critical distance.
  • an emergency stop can be triggered by means of the safety device, if the actual distance that a car occupies to an adjacent car or to a roadway end, the critical distance below.
  • a determination unit is used in the preferred embodiment.
  • This can be configured, for example, in the form of a storage unit for storing speed-dependent and preferably also travel-direction-dependent critical distance values.
  • the storage unit can then be entered in the direction of travel and the speed of the respective associated car and preferably also at least of the immediately adjacent car, so that one of the respective speed and the respective direction of travel corresponding critical distance value can be retrieved.
  • the determination unit calculates the critical distance value corresponding to a specific speed and preferably a specific travel direction based on predetermined characteristics of the elevator installation.
  • the safety device comprises a comparison unit for comparing the real, that is actually present distance between a car and an adjacent car or a track end with the predetermined, preferably depending on the speed and optionally the direction of travel critical distance, and to provide an emergency stop signal, if the actual distance falls below the critical distance.
  • the comparison unit communicates with a downstream brake control in which the emergency stop signal provided by the comparison unit can be input and which then outputs a control signal activating the brake.
  • the elevator installation preferably comprises at least one speed determination unit for determining the speed of the cars. It is favorable in this case if each car is assigned a separate speed determination unit. In particular, it can be provided that the respective assigned speed determination unit is arranged on the car.
  • the speed detection unit is integrated in the safety device and is coupled via a wired or wireless connection to the car.
  • the shaft information system arranged in the shaft and / or on the cars marking system comprises a plurality of markings of the on the cars or arranged in the slot readers are read, the readers are coupled to the safety device.
  • the marking system is arranged inside the shaft and on each car is a reader 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.
  • an electrical signal can be provided, which reproduces in coded form the position and preferably also the speed and the direction of movement of the car.
  • decoding of this signal can be carried out by means of a decoder unit for the further processing of position, travel direction and / or speed data of the car.
  • the marking system may comprise, for example, barcode symbols arranged on a support, and the readers may be designed as barcode readers.
  • the barcode reader can be designed as a laser scanner.
  • the barcode reader can be used to visually read a barcode arranged on a carrier.
  • the barcode hereby represents the current position, and the change of the position data per unit of time represents a measure of the speed of the car on which the barcode reader is held.
  • the direction of movement of the car can be obtained from the successive position data.
  • the bar code 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 respective associated car. To ensure smooth operation can also be provided that a first bar code reader with the safety device and a second bar code reader is connected to the control unit.
  • the triggering of at least one safety gear is provided. This is mechanically triggered in a preferred embodiment.
  • each car is assigned a projecting toward an adjacent car element and a stop element for triggering a safety gear, which falls below the minimum distance between two adjacent cars by means of at least one protruding element, a stop element for triggering a safety device can be acted upon.
  • the distance of the protruding element to the associated car and the positioning of the stop element on the car are chosen such that the projecting element of a car strikes against 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 after triggering the safety gear of the car is reliably brought to a standstill within the minimum distance.
  • the safety gear of the first car can be triggered by abutment of this car associated projecting element to the stop element of the adjacent second car.
  • the projecting element of the first car is in operative connection with its safety gear. If, for example, the first car moves in the direction of a stationary second car, the projecting element of the first car hits the stop device of the stationary car when it falls below the minimum distance, and this has the result that the safety gear of the moving car is triggered and abrupt slowed down and brought to a standstill. Another Approach of the first car to the second car is thereby reliably avoided.
  • the safety gear of the second car can be triggered by stopping the projecting element associated with the first car to the stop element of the second car.
  • the stop element of the second car is in operative connection with the safety gear. If, for example, a car approaches an upright car in an inadmissible manner, the protruding element of the stationary car strikes against the stop element of the moving car, causing its safety gear to be stopped, so that it stands still after passing through a short braking distance.
  • the distance of the protruding element to the associated car is variable, because thereby the distance to the respectively provided operating conditions of the car, in particular at its rated speed, can be adjusted.
  • the protruding element is connected via rigid links with the associated car.
  • the protruding element is connected via a rod with the associated car.
  • the protruding element is advantageously designed as an elongate actuating element.
  • the cars are each associated with a follower speed governor rope, which is coupled to the respective safety gear - preferably via a catch rod. It is advantageous if the projecting element is held on the speed governor rope.
  • a sleeve or sleeve may be provided, which is fixed at the predetermined distance to the car at the speed governor rope and cooperates in impermissible approach with the stop element of the adjacent car.
  • the projecting element is displaceably attached to the speed governor cable. This gives the possibility to specify different distances by moving, for example, moving, the protruding element.
  • the stop element between a stop position in which the protruding element of the adjacent car can abut against the stop element, and a release position in which the projecting element of the adjacent car can pass the stop element is reciprocable. This gives the possibility to transfer the stop element of a car at a desired approach of the adjacent car in its release position, so that the protruding element of the other car can pass the stop element of a car. It is thus prevented that a safety device is triggered in a desired, very strong approach of the two cars.
  • the stop element can be movably arranged on the car, for example pivotable or displaceable.
  • the stop element is designed in several parts, wherein two parts are unfolded, so that the protruding element the other car can be moved between the two parts of the stop element.
  • the safety gear can be triggered by means of the safety device.
  • the safety device assumes the additional 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 speed and advantageously also driving direction-dependent minimum distance.
  • a determination unit for determining a speed and advantageously also driving direction-dependent minimum distance.
  • Such a configuration has the advantage that when a slow approach of two cars a smaller minimum distance for triggering a safety gear can be used as in a fast approach of the cars.
  • the minimum distance from the determination unit can be set to the value 0, so that two cars can collide directly without a safety gear is triggered. The required for triggering a safety gear minimum distance is thus electronically monitored by the determination unit.
  • the determination unit can be designed, for example, in the form of a memory unit in which a plurality of speed and preferably also travel direction-dependent minimum distance values are stored, so that depending on the particular speed present and each present direction of travel, the assigned minimum distance value can be retrieved.
  • the minimum distance value can be calculated by means of the determination unit.
  • the comparison of the actually present 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.
  • FIG. 1 shows in highly schematic form a first embodiment of an elevator installation according to the invention, which is generally designated by the reference numeral 10.
  • the elevator installation 10 comprises two cars 12, 14 arranged one above the other in a shaft, not shown in the drawing, which can be moved upwards and downwards along a common roadway, which is known per se and therefore not shown in the drawing.
  • Of the Car 12 is coupled via a support cable 15 with a counterweight 16.
  • the car 14 is held on a support cable 17, which cooperates in a similar manner as the support cable 15 with a counterweight, which is not shown in the drawing to achieve a better overview.
  • Each car 12, 14 is associated with a separate drive in the form of an electric drive motor 20 and 22, respectively, and a separate brake 23 and 24 respectively.
  • the drive motors 20, 22 are each assigned a traction sheave 25 or 26, via which the suspension cables 15 and / or 17 are guided.
  • Each car 12, 14 is a separate control unit 28 or 30 assigned to control the cars 12, 14.
  • the control units 28, 30 are connected via control lines with the respective associated drive motor 20 and 22 and with the associated brake 23 and 24 in electrical Connection.
  • the control units 28, 30 are connected directly to one another via a connecting line 32.
  • the elevator installation 10 comprises destination input devices 34 arranged outside the cars 12, 14 in each floor to be operated, by means of which the desired destination can be input by the user.
  • destination input devices 34 are in electrical communication with the control units 28 and 30 via bidirectional transmission lines 36. They may, for example, be designed as touch-sensitive screens in the form of so-called touch screens, which allow easy entry of the destination and a simple display of the car to be used.
  • Each of a car 12, 14 associated control units 28, 30 form in their entirety an electronic group control device of the elevator system 10, wherein each control unit 28, 30 can independently control the associated car 12 and 14 within the group.
  • the group controller can perform a very fast car assignment and perform an optimized travel control and thus achieve a very high production capacity with the utmost security.
  • the elevator installation 10 has a shaft information system in the form of a bar code carrier 38 extending along the entire roadway, which carries bar code symbols 40 which can be optically read by bar code readers 42 and 44 respectively arranged on a car 12, 14.
  • the bar code symbols 40 represent a position indication in coded form and are read by the bar code readers 42 and 44. The thus detected without contact position information are output as electrical signals from the bar code readers 42 and 44.
  • the respective position of the cars By means of the associated bar code reader 42 and 44 Fahrkörbe 12, 14 detected.
  • the speeds of the cars 12, 14 can be determined from the change of the position data per time unit.
  • the scanning of the bar code symbols 40 makes it possible to determine the direction of travel of the cars 12 and 14 from the successive position indications.
  • the elevator installation 10 comprises a safety device 47 which has a number of safety units 48, 49 corresponding to the number of the cars 12, 14 used, which are each assigned to a car 12 or 14.
  • the safety units 48 and 49 are of identical construction and each comprise a position evaluation unit 51, a direction of travel evaluation unit 52 and a speed evaluation unit 53.
  • the position, heading and speed evaluation units 51, 52, 53 of the safety unit 48 are connected to the barcode reader 42 via a data line 55 of the car 12 in electrical connection, and the position, direction and speed evaluation units 51, 52 and 53 of the safety unit 49 are connected via a corresponding data line 57 to the bar code reader 44 of the car 14.
  • the aforementioned evaluation units 51, 52 and 53 process the electrical signal provided by the associated bar code reader 42 or 44 into a position, travel direction or speed signal.
  • Corresponding position, direction and speed evaluation units also have the control units 28 and 30, which are connected via input lines 59 and 61 to the data lines 55 and 57, respectively.
  • the information provided by the bar code readers 42 and 44 about the position, the direction of travel and the speed of the respective cars 12 and 14 is not only the safety device 47 before, but in addition also the respective associated control units 28 and 30th
  • 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 calculates the real distance between the two cars 12 and 14 from the position signals of the two position evaluation units 51. An electrical signal corresponding to the real distance is then forwarded by the distance determination unit 63 to a comparison unit 65 of the safety units 48 and 49.
  • the comparison units 65 have two inputs. At a first input is the the actual distance between the two cars 12, 14 corresponding electrical signal of the distance determination unit 63 at. 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 direction of travel evaluation unit 52 and the speed evaluation unit 53.
  • the determination unit 67 is designed as a read-write memory.
  • the determination unit 67 speed and direction-dependent critical distance values are entered, which can be retrieved during the driving operation of the elevator system 10. While driving, the determination unit 67 may be supplied with the speed and heading signals so that the predetermined critical distance corresponding to this input data may be retrieved and transmitted to the comparing 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 that the respectively assigned car occupies to the adjacent car. If the real distance falls below the critical distance, an emergency stop signal is output by the comparison unit 65, which causes a brake control unit 69 downstream of the comparison unit 65 to output an electrical signal activating the respective car 12, 14, respectively.
  • the electrical signals provided by the bar code readers 42 and 44 are, as already mentioned, 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, during normal operation of the elevator installation 10, to control the cars 12 and 14 by means of the control unit 28, 30 while maintaining a safety distance.
  • Each car includes for this purpose a per se known and therefore only schematically illustrated in the drawing safety gear 72 and 74 and avatisbe bay 76 and 78.
  • the latter are arranged in the usual and therefore in the drawing only highly schematically represented way over at the lower end of the elevator shaft Deflection rollers and arranged at the upper end of the elevator shaft speed limiter 79, 81 out and are each fixed to a catch rods 80 and 82 of the associated car 12, 14.
  • the speed limiters 79, 81 can trigger the safety gear 72 or 74 when the maximum speed of the cars 12, 14 over the speed governor cables 76 or 78 and the respective catch rods 80 and 82 is exceeded.
  • a stop element in Form is associated with the respective safety gear 72 and 74 coupled pivot arm 88 and 90, respectively.
  • the actuation sleeve 84 which is coupled to the car 12 via the speed governor cable 76, protrudes in the direction of the car 14 via the lower end of the car 12 facing the car 14. Accordingly, the actuation sleeve 86 coupled to the car 14 via the speed governor cable 78 protrudes toward the car 12 via the upper end of the car 14 facing the car 12.
  • pivot arms 88 and 90 are held displaceably in the horizontal direction on the respective car 12 and 14 respectively. This makes it possible, between a stop position shown in Figure 1 and a release position, in each of which the free end of the pivot arms 88 and 90 is arranged at a distance from the associated Proceedingssbe interconnects 72 and 74, reciprocate. If the pivot arms 88 and 90 are moved into their release position, this has the consequence that even with a very strong mutual approach the two cars 12 and 14, the actuating sleeves 84 and 86 do not hit the associated pivot arms 88 and 90 and the safety gear can be triggered.
  • FIG. 2 shows a second embodiment of an elevator installation according to the invention in a highly schematized form and is assigned the reference number 110 overall.
  • the elevator installation 110 is largely identical in construction to the elevator installation 10 explained above with reference to FIG. 1. Identical components are therefore designated by the same reference symbols as in FIG. 1, and with regard to the structure and function of the components, reference is made in full to the above description.
  • the elevator installation 110 differs from the elevator installation 10 only in that the actual distance which the two cars 12, 14 occupy with respect to one another is not determined electronically by means of a distance determination unit on the basis of the information provided by the bar code readers 42, 44 mutual distance is detected independently of the bar code readers 42 and 44 with the top and bottom of the cars 12 and 14 arranged contactless distance sensors 111 and 113 directly.
  • 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 associated safety unit 48 or 49.
  • the ones from the barcode readers 42 and 44 are used to determine the direction of travel and the speed of the respective car 12, 14, while the distance determination is carried out independently by means of the 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 installation 110. Again, the real distance that the two cars 12, 14 have to each other, compared with a critical distance, which is dependent on the direction of travel and speed of the respective associated car 12 and 14 respectively. If necessary, an emergency stop is triggered by the safety unit 48 or 49, as has already been explained above. Should the thus caused braking of the cars 12 and / or 14 not be sufficient for reliable prevention of a collision, so at least one safety gear is triggered in the elevator system 110 shown in Figure 2 by mechanical means, as explained above with reference to Figure 1.
  • the distance sensors 111, 113 can also be used to determine the respective distance to the lower or upper end of the roadway.
  • FIG. 3 shows a third embodiment of the elevator installation according to the invention and has the reference numeral 210 as a whole. This, in turn, is largely identical in construction to the elevator installation 10 explained above with reference to FIG. 1. Identical components are therefore also designated in the embodiment shown in FIG. 3 with the same reference numerals as in FIG. 1 and with regard to the structure and function of the components also becomes full content to the above reference.
  • the elevator installation 210 shown in FIG. 3 differs from the elevator installation 10 only in that the triggering of the safety devices 72 or 74 of the cars 12 and 14 is not done mechanically by means of speed limiter ropes fixed actuation sleeves and associated pivot arms, but the safety gears 72 and 74 are triggered in impermissible approach of the two cars 12 and 14 electronically from the respective associated safety units 48 and 49 respectively.
  • 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 dependent on the direction of movement and the speed of the respective associated car 12 or 14 can be determined which is present in an additional comparison unit 225 with the actual one Distance between the two cars 12 and 14 can be compared.
  • the heading and velocity data of the heading evaluation unit 52 and the velocity evaluation unit 53 are input to the determination unit 223, and based on the inputted values, the determination unit 223 outputs an associated minimum distance value input during a programming phase, which can then be compared with the real distance value.
  • the determination unit 223 is also designed as a read / write memory.
  • the direction of travel and speed-dependent provision of a minimum distance value by means of the determination unit 223 makes it possible that at a deliberate mutual approach of the two cars 12 and 14 at very low speed, for example during an inspection or maintenance trip, no safety gear 72 or 74 is triggered. However, if the cars 12 and / or 14 have a higher speed, it is ensured by providing a correspondingly high minimum distance value that a collision can reliably be prevented in the event of an inadmissible 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)
EP02808112A 2002-11-09 2002-11-09 Sicherheitseinrichtung für aufzugssystem mit mehreren aufzugskabinen in einem schacht Expired - Lifetime EP1562848B1 (de)

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WO2010072714A1 (de) 2008-12-23 2010-07-01 Inventio Ag Aufzuganlage
US8297409B2 (en) 2007-11-30 2012-10-30 Otis Elevator Company Coordination of multiple elevator cars in a hoistway
EP2794449B1 (de) 2011-12-23 2016-03-09 Inventio AG Sicherheitseinrichtung für einen aufzug mit mehreren kabinen
DE102014017486A1 (de) 2014-11-27 2016-06-02 Thyssenkrupp Ag Aufzuganlage mit einer Mehrzahl von Fahrkörben sowie einem dezentralen Sicherheitssystem
DE102014017487A1 (de) 2014-11-27 2016-06-02 Thyssenkrupp Ag Verfahren zum Betreiben einer Aufzuganlage sowie zur Ausführung des Verfahrens ausgebildete Aufzugsanlage
DE102019104339A1 (de) * 2019-02-20 2020-08-20 Thyssenkrupp Ag Auslösesystem für eine Fangvorrichtung, Aufzugsanlage und Verfahren zum Betreiben einer Aufzugsanlage
DE102022118101A1 (de) 2022-07-20 2024-01-25 Tk Elevator Innovation And Operations Gmbh Aufzugsanlage sowie Verfahren zum Erkennen von Fehlerzuständen
DE102022119470A1 (de) 2022-08-03 2024-02-08 Tk Elevator Innovation And Operations Gmbh Aufzugsanlage mit zwei übereinander angeordneten Fahrkörben in einem Aufzugschacht

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JP6265057B2 (ja) * 2014-06-17 2018-01-24 三菱電機株式会社 エレベータシステム
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CN105668365A (zh) * 2016-03-22 2016-06-15 中建三局集团有限公司 智能识别防撞及自动紧急制动系统及实施方法
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US8297409B2 (en) 2007-11-30 2012-10-30 Otis Elevator Company Coordination of multiple elevator cars in a hoistway
WO2010072714A1 (de) 2008-12-23 2010-07-01 Inventio Ag Aufzuganlage
US8813919B2 (en) 2008-12-23 2014-08-26 Inventio Ag Elevator safety system preventing collision of cars
EP2794449B1 (de) 2011-12-23 2016-03-09 Inventio AG Sicherheitseinrichtung für einen aufzug mit mehreren kabinen
DE102014017486A1 (de) 2014-11-27 2016-06-02 Thyssenkrupp Ag Aufzuganlage mit einer Mehrzahl von Fahrkörben sowie einem dezentralen Sicherheitssystem
DE102014017487A1 (de) 2014-11-27 2016-06-02 Thyssenkrupp Ag Verfahren zum Betreiben einer Aufzuganlage sowie zur Ausführung des Verfahrens ausgebildete Aufzugsanlage
WO2016083115A1 (de) 2014-11-27 2016-06-02 Thyssenkrupp Ag Verfahren zum betreiben einer aufzuganlage sowie zur ausführung des verfahrens ausgebildete aufzugsanlage
WO2016083114A1 (de) 2014-11-27 2016-06-02 Thyssenkrupp Elevator Ag Aufzuganlage mit einer mehrzahl von fahrkörben sowie einem dezentralen sicherheitssystem
DE102019104339A1 (de) * 2019-02-20 2020-08-20 Thyssenkrupp Ag Auslösesystem für eine Fangvorrichtung, Aufzugsanlage und Verfahren zum Betreiben einer Aufzugsanlage
WO2020169399A1 (de) 2019-02-20 2020-08-27 Thyssenkrupp Elevator Innovation And Operations Ag Auslösesystem für eine fangvorrichtung, aufzugsanlage und verfahren zum betreiben einer aufzugsanlage
DE102022118101A1 (de) 2022-07-20 2024-01-25 Tk Elevator Innovation And Operations Gmbh Aufzugsanlage sowie Verfahren zum Erkennen von Fehlerzuständen
DE102022119470A1 (de) 2022-08-03 2024-02-08 Tk Elevator Innovation And Operations Gmbh Aufzugsanlage mit zwei übereinander angeordneten Fahrkörben in einem Aufzugschacht

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ES2281572T3 (es) 2007-10-01
ATE352509T1 (de) 2007-02-15
KR20050072821A (ko) 2005-07-12
BRPI0316105B1 (pt) 2017-01-24
WO2004043841A1 (de) 2004-05-27
CN1694839A (zh) 2005-11-09
RU2005114484A (ru) 2006-12-20
RU2325315C2 (ru) 2008-05-27
KR100714174B1 (ko) 2007-05-02
US7353912B2 (en) 2008-04-08
TW200415106A (en) 2004-08-16
US20050279584A1 (en) 2005-12-22
JP4358747B2 (ja) 2009-11-04
AU2003286152A1 (en) 2004-06-03
CN100469675C (zh) 2009-03-18
BR0316105A (pt) 2005-09-27
DE50209397D1 (de) 2007-03-15
EP1562848A1 (de) 2005-08-17
TWI295270B (en) 2008-04-01
WO2004043842A1 (de) 2004-05-27
JP2006505473A (ja) 2006-02-16
MXPA05004900A (es) 2005-11-17

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