EP1565396B1 - Procede pour commander un systeme d'ascenseurs et systeme d'ascenseurs pour mettre en oeuvre le procede - Google Patents

Procede pour commander un systeme d'ascenseurs et systeme d'ascenseurs pour mettre en oeuvre le procede Download PDF

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Publication number
EP1565396B1
EP1565396B1 EP02787832A EP02787832A EP1565396B1 EP 1565396 B1 EP1565396 B1 EP 1565396B1 EP 02787832 A EP02787832 A EP 02787832A EP 02787832 A EP02787832 A EP 02787832A EP 1565396 B1 EP1565396 B1 EP 1565396B1
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EP
European Patent Office
Prior art keywords
cars
car
destination call
travelling path
allocation
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
EP02787832A
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German (de)
English (en)
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EP1565396A1 (fr
Inventor
Peter Meyle
Stefan Schneider
Gerhard Thumm
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TK Elevator GmbH
Original Assignee
ThyssenKrupp Elevator AG
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Application filed by ThyssenKrupp Elevator AG filed Critical ThyssenKrupp Elevator AG
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
    • B66B1/2408—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration where the allocation of a call to an elevator car is of importance, i.e. by means of a supervisory or group controller
    • B66B1/2466—For elevator systems with multiple shafts and multiple cars per shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/02—Control systems without regulation, i.e. without retroactive action
    • B66B1/06—Control systems without regulation, i.e. without retroactive action electric
    • B66B1/14—Control systems without regulation, i.e. without retroactive action electric with devices, e.g. push-buttons, for indirect control of movements
    • B66B1/18—Control systems without regulation, i.e. without retroactive action electric with devices, e.g. push-buttons, for indirect control of movements with means for storing pulses controlling the movements of several cars or cages
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
    • B66B1/2408—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration where the allocation of a call to an elevator car is of importance, i.e. by means of a supervisory or group controller
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
    • B66B1/2408—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration where the allocation of a call to an elevator car is of importance, i.e. by means of a supervisory or group controller
    • B66B1/2458—For elevator systems with multiple shafts and a single car per shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/34—Details, e.g. call counting devices, data transmission from car to control system, devices giving information to the control system
    • B66B1/46—Adaptations of switches or switchgear
    • B66B1/468—Call registering systems
    • 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
    • B66B2201/00—Aspects of control systems of elevators
    • B66B2201/10—Details with respect to the type of call input
    • B66B2201/103—Destination call input before entering the elevator car
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B2201/00—Aspects of control systems of elevators
    • B66B2201/20—Details of the evaluation method for the allocation of a call to an elevator car
    • B66B2201/215—Transportation capacity
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B2201/00—Aspects of control systems of elevators
    • B66B2201/20—Details of the evaluation method for the allocation of a call to an elevator car
    • B66B2201/224—Avoiding potential interference between elevator cars
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B2201/00—Aspects of control systems of elevators
    • B66B2201/20—Details of the evaluation method for the allocation of a call to an elevator car
    • B66B2201/235—Taking into account predicted future events, e.g. predicted future call inputs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B2201/00—Aspects of control systems of elevators
    • B66B2201/30—Details of the elevator system configuration
    • B66B2201/301—Shafts divided into zones
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B2201/00—Aspects of control systems of elevators
    • B66B2201/40—Details of the change of control mode
    • B66B2201/401—Details of the change of control mode by time of the day
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B2201/00—Aspects of control systems of elevators
    • B66B2201/40—Details of the change of control mode
    • B66B2201/46—Switches or switchgear
    • B66B2201/4607—Call registering systems
    • B66B2201/4615—Wherein the destination is registered before boarding
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B2201/00—Aspects of control systems of elevators
    • B66B2201/40—Details of the change of control mode
    • B66B2201/46—Switches or switchgear
    • B66B2201/4607—Call registering systems
    • B66B2201/463—Wherein the call is registered through physical contact with the elevator system

Definitions

  • the invention relates to a method for controlling an elevator system with at least one shaft and with a plurality of cars, each associated with a drive and a brake, wherein at least two cars along a common lane are moved separately up and down, with a passenger a destination call with a Destination by means of a arranged outside of the at least one slot input unit of a control device of the elevator system and then makes an allocation assessment for each car, the allocation of all car sharing compares and assigns the car with the best allocation evaluation the destination call to its operation.
  • the invention relates to an elevator system, in particular for carrying out the method, with at least one shaft and with a plurality of cars, each associated with a drive and a brake, wherein at least two cars along a common lane are moved separately up and down, and with outside the at least one shaft arranged input units for inputting a destination call and with a control device for controlling the car, wherein by means of the control device after input of a destination call for the individual cars each an arbitration evaluation feasible and the destination call a car is assignable.
  • Object of the present invention is to develop a method of the type mentioned in such a way that the transport capacity can be increased and manhole space can be saved, with the move along a common carriageway hinder each other as little as possible.
  • This object is achieved in a method of the generic type according to the invention that, in the case of assigning the destination call to one of the moving along a common carriage cars for the assigned car to operate the destination call required road section this car and for the others along the common carriageway movable cars blocks the assigned lane section for the time of assignment.
  • an allocation evaluation of the destination call is made for each of the elevator cars in operation as a function of the operating data and the operating state of the respective car. Based on the allocation ratings, the destination call is then assigned to the car with the best allocation rating so that it can serve the destination call. If this is a car that shares a roadway with at least one other car, it is provided according to the invention that the roadway section required to operate the destination call for the assigned car assigned to this car, while it is locked for the other along the common lane movable cars during the time of the assignment.
  • a common roadway here is to be understood as a common travel path of at least two cars within a shaft, that is to say a shaft area which is used for driving by both a first and at least one second car.
  • the at least two cars can be moved along common guide rails, but it can also be provided that the at least two cars along the common roadway separate guide rails are assigned. Through the use of at least two cars in a shaft shaft space can be saved and at the same time a high transport capacity can be achieved.
  • the allocation evaluations made for each car are compared with one another in order subsequently to be able to assign the entered destination call to the car with the best allocation evaluation. It is advantageous in this case if one excludes from the comparison of the allocation evaluations those cars whose respective required to operate the current destination call lane section at least partially overlaps a roadway section, which already due to an earlier, not yet operated destination call was assigned to another car.
  • the roadway section required for operating a current destination call does not overlap any road section already assigned to a car, it is advantageous if firstly only the allocation evaluations of the cars that can travel along the common roadway are compared with one another and then only the car with the best allocation rating of these cars for comparison with the allocation ratings of the remaining cars.
  • initially only one allocation evaluation is made for the cars that can be moved along a common roadway, if the current destination call can in principle be served by all these cars. Of the cars that share a common lane, then only the car with the best allocation score is used for comparison with the allocation ratings of the remaining cars, while all other cars that can travel along the common lane are excluded from this comparison.
  • the current destination call can in principle be served by all the cars that share a common roadway, it is favorable to provisionally assign to each of these cars the roadway section required to operate the current destination call, then compare the results of the allocation evaluations of these cars with one another and then, with the exception of the car with the best allocation score, cancel the provisional assignment of the lane sections, and finally allocate the current lane section to that car when assigning the current destination call to the car traveling along the common lane which has the best allocation score from these cars Non-assignment of the current destination call to this car whose provisional assignment of the respective lane section canceled.
  • the traveling along a common road cars after entering a destination call the respectively required to operate the destination call lane section is provisionally assigned to then compare the allocation ratings of these cars with each other.
  • it has proved to be favorable if, by comparing the allocation evaluations of the cars which can be moved along a common roadway, those cars whose road section which is required to operate a current destination call at least partially overlaps a roadway section which is one of the cars that can be moved along the common carriageway a previous destination call not yet assigned to a particular car has been provisionally assigned.
  • a road section which was assigned to a car, in the operation of the destination call floor by floor for the other cars again free.
  • the range of motion of the moving along the common road cars can be increased, because during the operation of a destination call the one of these cars associated road section is released floor by floor as soon as the car serving the destination call has left the respective floor.
  • the elevator system is used in a building whose occupancy takes place in such a way that, starting from a particularly frequented floor, for example a parking deck, the occupancy of the building takes place both upwards and downwards, then it has proven to be favorable, if at least allocating a preferred area of the common roadway to one of the cars that can be moved along a common roadway and, in the allocation evaluation, taking into account the position of the roadway section required to operate a destination service call relative to the respective preferred area.
  • the preferred ranges of the vehicles that can be moved along a common roadway are assigned to the cars in such a way that adjacent preferred ranges overlap at least in one floor. This has the consequence that this floor, for example, a parking deck, at least two cars can be operated with the same priority.
  • the allocation evaluation of the individual cars to operate a destination call can be situation-dependent, that is, depending on the number of each available destination calls. Alternatively, one can make the allocation evaluation depending on the load of the cars. Such an evaluation allows a so-called "filling traffic", which is aimed at distributing as many passengers as possible from particularly frequented stops to a building in as short a time as possible. For this purpose, for example, be provided that the cars remain with open doors in an access stop until either an adjustable load threshold of the cars exceeded or an adjustable service life has expired. This ensures that the cars are filled better and thus a higher capacity is available. Such an allocation evaluation can be done on a time-of-day basis.
  • a load-dependent allocation evaluation is carried out, wherein the access floor of the elevator cars is the access floor of the building, so for example, the ground floor or a parking deck, is given. During the remaining time of day, a situation-dependent allocation evaluation can then be made. It can also be provided that a further load-dependent allocation evaluation on weekdays, for example, in the time between 12.30 and 13.30 clock is made, with a canteen floor is specified as the access point. This ensures that users can leave the floor on which the canteen is located within a short time after visiting the canteen.
  • the driving destinations of the car arriving next on the respective floor are displayed on a display device on the floors to be served by the elevator installation.
  • the user thereby receives an indication of which destinations are served by the car arriving next on the floor.
  • This has the advantage that a user after entering his destination call before entering a car can check whether he enters the desired to reach his destination car.
  • a display allows a passenger not necessarily to enter a destination call if his destination matches one of the destinations already displayed. The passenger can thus easily enter the entering car, it eliminates the time of entering the destination, which in turn can increase the capacity of the elevator system.
  • the passenger receives an indication of the expected waiting time.
  • a destination call After entering a destination call is provided in a preferred embodiment of the method according to the invention that indicates the passenger assigned to operate his destination call car on one of the input unit associated display unit.
  • the passenger is therefore assigned a very specific car. If a plurality of cars can be moved in a shaft along a common roadway, a different colored configuration of the cars can be provided for their differentiation, for example.
  • each car is assigned a control unit with a group control function, wherein the control unit carries out the allocation evaluation for the assigned car and all the control units are electrically connected to one another.
  • the control unit carries out the allocation evaluation for the assigned car and all the control units are electrically connected to one another.
  • a parent central unit for controlling the car can be omitted.
  • all of the cars can be controlled by means of the central control units, each having a group control function.
  • all control units of the elevator system are wired or wirelessly connected to each other and by their interaction all cars are controlled.
  • the allocation score is made by each control unit for the respective assigned car, and the results of the allocation ratings can be transmitted to all the control units via the electrical connection, so that the comparison of the allocation ratings of all the control units can be made simultaneously.
  • the control unit which recognizes on the basis of the comparison that the car assigned to it has the best allocation evaluation, assigns the current destination call to itself and sends a corresponding allocation response to the control unit which has read in the destination call.
  • the other control units recognize, on the basis of their calculation, that the destination call currently waiting for operation has been taken over by the one control unit and the car assigned to it.
  • the cars which can be moved along a common roadway are assigned a central group control unit which can carry out the allocation evaluation of all assigned cars.
  • the group control unit need not have a redundant design, because if it fails, the control of the cars and the allocation evaluation are taken over by the decentralized control units.
  • the group control unit preferably has a considerably higher computing power than the decentralized control units. This makes it possible to identify patterns of behavior of the passengers by means of the central group control unit in order to be able to carry out a corresponding allocation evaluation of the cars.
  • the central group control unit can carry out a predictive allocation evaluation by means of methods of "artificial intelligence" known per se in order to be able to provide the highest possible transport capacity as a function of the behavior pattern of the passengers.
  • the invention also relates to an elevator installation, in particular for carrying out the above-described method, with the features mentioned in the introduction.
  • an elevator installation in particular for carrying out the above-described method, with the features mentioned in the introduction.
  • an improved transport capacity can be achieved, whereby the moving along a common carriageway hinder each other as little as possible, is provided according to the invention that when assigning the destination call to one of the movable along a common road cars of required for the assigned car to operate the destination call lane section of this car can be assigned and that this lane section is not accessible during the time of assignment for the other along the common lane movable cars.
  • Such a configuration of the elevator system makes it possible to allocate the lane shared by several cars in sections as a function of the entered destination calls one of the cars sharing the roadway, so that this lane section can be used only by this one car while he for the other along the common carriageway movable cars is temporarily inaccessible.
  • the elevator system In order to enable the use of a common carriageway cars as much freedom of movement, is in a preferred embodiment the elevator system according to the invention provided that one of the along a common roadway movable cars assigned roadway section in the operation of the destination call floor by floor for the other cars is releasable. Leaves the destination call serving car, which was assigned to a particular lane section, a floor, this floor can be released immediately for the other cars again, so that it is accessible to operate a subsequent destination call another car.
  • control device of the elevator installation comprises a plurality of control units each having a group control function, which are each assigned to a car and interconnected via a data transmission system, wherein the allocation evaluation for the respective assigned car can be carried out by means of the control units.
  • the electrical connection of the control units can be wired or wireless. It is particularly advantageous if the data transmission system is designed as a BUS system. Alternatively, separate connection lines can be used, wherein a connection can be provided via optical fibers. A wireless connection can be made for example via radio.
  • control units which are assigned to the vehicles which can be moved along a common roadway are connected to one another via a separate data line.
  • the control units each have a central processing unit, and it has proved to be advantageous if the central processing units of the control units are connected directly to each other via the separate data line. It is particularly advantageous if the separate data line has a higher data transmission rate than that Data transmission system. This allows a particularly fast coordination of the control units, which are associated with the movable along a common road cars.
  • the input units arranged on the floors to be served by the elevator installation are connected via a data line to at least one control unit.
  • the data line can be designed wired or wireless, in particular in the form of a bus system.
  • control device comprises a central group control unit assigned at least to the cars that can be moved along a common roadway for carrying out the allocation evaluation and for assigning a destination call to one of the cars.
  • control device has both control units respectively assigned to a car and also a central group control unit, wherein optionally an allocation evaluation and allocation of a destination call by the decentralized control units or by the central group control unit can be carried out.
  • the input units each have a display unit is assigned to display the entered destination call serving car or the shaft at the stop of the car arrives, and preferably also to display the estimated time until arrival or departure of the car. After entering a destination call, the passenger thus receives the message as to which car or shaft he should use and how long the anticipated waiting time lasts.
  • the elevator installation according to the invention is preferably designed such that two cars can be moved upwards and downwards in a shaft along a common roadway. Preferably, all stops can be approached by these two cars except the lowest and the highest station.
  • the elevator system comprises at least two shafts, wherein in a first shaft at least two cars along a common lane are movable and wherein in a second shaft, a single car along a roadway from the bottom stop to the top stop is movable.
  • FIG. 1 schematically shows an elevator installation, which is designated as a whole by the reference numeral 10 and which has a first shaft 12 and a second shaft Shaft 14, in each of which two guide rails 16, 17 and 18, 19 are held.
  • the two guide rails 16, 17 of the first shaft form a common roadway for an upper car 21 and a lower car 22, which are movable along the guide rails 16 and 17 upwards and downwards.
  • the upper car 21 is coupled to a counterweight 25 via a support cable 24, and the lower car 22 is coupled to a counterweight 28 via a support cable 27.
  • Each of the two cars 21 and 22 is associated with a separate drive in the form of an electric drive motor 30 and 32 and respectively a separate brake 34 and 36.
  • the drive motors 30 and 32 each act on a traction sheave 38 and 40, on the supporting cables 24 and 27 are guided.
  • the control of the cars 21 and 22 is in each case via a separate control unit 42 and 44, which have a group control member 46 and 47 and a central processing unit 48 and 49, respectively.
  • the latter are directly connected to one another via a data line 50 designed in the form of a BUS system.
  • the control units 42 and 44 are connected via control lines with the respective associated drive motor 30 and 32 and with the associated brake 34 and 36 in electrical connection, so that the cars 21 and 22 in the usual manner within the first elevator shaft 12 are moved up and down can be used to carry people and / or loads.
  • the second shaft 14 receives a single car 52, which is movable along the guide rails 18 and 19 from a lowermost to a topmost stop and which is coupled via a support cable 54 with a counterweight 56, wherein the support cable 54 is guided by a traction sheave 58 is that associated with the car 52 drive in the form of an electric Drive motor 60 is coupled.
  • the car 52 is associated with a separate brake 62, which is like the drive motor 60 via a control line with the car 52 associated control unit 64 in electrical connection.
  • the control unit 64 comprises a group control element 66 and a central processing unit 67.
  • the elevator installation 10 can comprise a higher-level group control unit 70 with a connection member 71, with the aid of which the group control unit 70 can be connected to a data transmission system 73 configured as a BUS system , via which all the control units 42, 44, 64 of the elevator installation 10 are connected to one another.
  • the group control unit 70 in combination with the control units 42, 44 and 64, forms a control apparatus, denoted as a whole by the reference numeral 75 in FIG. 1, and can be used as an alternative to the control units 42, 44, 64 for controlling the elevator installation 10.
  • an input element with an integrated display element in the form of a touch-sensitive screen 77 is arranged on each floor, which can be operated by the elevator installation 10.
  • a display device 80 is located on each floor in the region of the shafts 12 and 14. All screens 77 and display devices 80 are connected to the control device 75 via an electrical connecting line 82, which is also designed as a BUS system.
  • the connecting line 82 is connected to the control unit 42, which is in electrical connection via the data transmission system 73 with the remaining control units 44 and 64 and the group control unit 70 which can be used as an alternative.
  • a passenger may enter a destination call with a desired destination of the controller 75, which then makes an arbitration score and assigns one of the cars 21, 22, 52 to the destination call for its operation.
  • the passenger on the touch-sensitive screen 77 is informed of the car to be used, and also the estimated time until the arrival of the car can be displayed.
  • the passenger receives the indication which travel destinations are approached by the cars arriving next on the floor. If one of the displayed destinations agrees with the destination desired by the passenger, it is unnecessary for him to input a destination call.
  • On the display device 80 can also be displayed the expected duration until the arrival of the next car.
  • An input destination call is transmitted via the electrical connection line 82 to the control unit 42 of the control device 75.
  • the control unit 42 transmits the destination call via the data transmission system 73 to the remaining control units 44 and 64 of the elevator installation.
  • Each control unit 42, 44 and 64 has been assigned a number during assembly of the elevator installation 10, and the input destination call is stored by all the control units 42, 44 and 64 respectively in a known per se and therefore not shown in the drawing memory until the control unit with the smallest assigned number, for example the control unit 42, transmits via the data transmission system 73 the signal for evaluating the entered destination call to all control units.
  • all of the control units 42, 44 and 64 for the respective assigned car 21, 22 and 52 are then assigned an allocation the input destination call made on the basis of a predetermined evaluation algorithm in dependence on the operating data and operating conditions of the respective car 21, 22 and 52 to determine the optimal for handling the destination call with regard to the highest possible transport capacity car.
  • the respective control unit 42 or 44 transmits in step 103 the result of the performed allotment evaluation via the data transmission system 73 remaining control units of the elevator installation 10.
  • the control units 42 and 44 check in a method step 104 whether the operator is responsible for operating the current lane Destination call required roadway section a roadway section at least partially overlaps, for the at least one provisional assignment for the other of the two along a common lane 16, 17 movable cars 21, 22 is present, that is, it is checked whether the operation of the current destination call for the respective car 21 and 22 required roadway section is completely free.
  • step 105 operable "set and transmitted in step 103 via the data transmission system 73 to all control units of the elevator system 10, the information that the current destination call from each car 21 or 22 is not operable.
  • test in method step 104 shows that the lane section required for operating the current destination call is free for the respective lift cage 21 or 22, then the control unit 42 or 44 via the direct data transmission line 50 to the other control unit Roadway 16, 17 movable cars 21, 22 in step 106, a signal transmitted, after which each required lane section is provisionally associated with the respective car 21 and 22 respectively.
  • the control units 42 and 44 in method step 107 check which of the two cars 21 and 22 has the better allocation evaluation. For this purpose, the control units 42 and 44 transmit each other via the data line 50 together with the provisional assignment of the lane section, the result of their allocation evaluation and compare the results.
  • the data transmission line 50 has a data transmission speed which is higher than the data transmission speed of the data transmission system 73.
  • the Transmission over the normal data transmission system 73 are selected.
  • the control unit 42 or 44 which is assigned to the car with the better allocation evaluation, then transmits in step 103 the result of the own allocation evaluation via the data transmission system 73 to the other control units of the elevator installation 10, while the control unit 42 or 44, whose associated car 21 or 22 has the worse allocation evaluation, according to the method step 105, the evaluation is set to "not operable", which is then transmitted in the method step 103 via the data transmission system 73.
  • step 103 transfers in step 103 and the car 52 associated control unit 64, the result of their allocation evaluation via the data transmission system 73.
  • all the control units 42, 44 and 64 of the elevator installation 10 have the results of all allocation evaluations to be taken into account, so that subsequently a comparison of the allocation evaluations and an assignment of the current destination call can be made by all the control units 42, 44 and 64 .
  • the control unit whose car has the best allocation score assigns itself the current destination call and sends a corresponding allocation response to the control unit 42 which has read in the destination call, and this control unit 42 then sends the allotment response via the connection line 82 to the touch screen 77. where the destination call was entered.
  • the passenger On the screen 77 the passenger is then shown which car 21, 22 or 52 or which shaft 12 or 14 he should use and, if appropriate, how long it is likely to take to reach the desired car 21, 22 or 52 on the passenger's floor arrives.
  • the two control units 42, 44 then check whether the assignment of the current destination call to the respective car 21 or 22 took place. If this question is answered in the affirmative, the corresponding control unit transmits 42 or 44 in step 109 via the direct data transmission line 50 to the other control unit whose car shares the shaft 12 with the own car, with respect to the required to operate the destination call lane section a final assignment signal.
  • the required to operate the current destination call lane section is thus definitively assigned to the car 21 or 22, that is, in step 109, a final "booking" of the required to operate the current destination call lane section, if one of the two cars 21 and 22 has the best allocation rating ,
  • the control unit 42 or 44 which determines in step 108 that the destination call has not been assigned to the respective car 21 or 22, sends in step 110 via the direct data transmission line 50 to the other control unit, a signal, after which the provisional assignment of the respective required lane section , which was made in step 106, is canceled again.

Claims (27)

  1. Procédé de commande d'un système d'ascenseur comportant au moins une cage d'ascenseur et plusieurs cabines, auxquelles est associé un entraînement respectif ainsi qu'un frein, dans lequel au moins deux cabines peuvent être déplacées de façon séparée vers le haut et vers le bas le long d'une trajectoire commune, dans lequel un passager introduit une demande de destination à atteindre grâce à une unité de saisie d'un dispositif de commande disposée à l'extérieur d'au moins une cage d'ascenseur et on applique ensuite pour chaque cabine une évaluation de répartition, on compare les évaluations de répartition de toutes les cabines les unes avec les autres et on attribue à la cabine possédant la meilleure évaluation de répartition la demande de destination pour sa desserte, caractérisé en ce que, dans le cas de l'attribution de la demande de destination à une des cabines pouvant se déplacer le long d'une trajectoire commune, on associe à cette cabine le tronçon de trajectoire nécessaire pour la cabine affectée à la desserte de la demande de destination et on bloque le tronçon de trajectoire associé pendant le temps de l'attribution pour les autres cabines pouvant se déplacer le long de la trajectoire commune.
  2. Procédé selon la revendication 1, caractérisé en ce que, à partir de la comparaison des évaluations de répartition de la cabine, on exclut les cabines, dont le tronçon de trajectoire nécessaire respectif pour la desserte de la demande de destination actuelle recouvre au moins partiellement un tronçon de trajectoire, qui a déjà été associé à une autre cabine en raison d'une demande de destination préalable non encore desservie.
  3. Procédé selon la revendication 2, caractérisé en ce que, dans le cas où le tronçon de trajectoire respectif nécessaire à la desserte d'une demande de destination actuelle ne recouvre aucun tronçon de trajectoire déjà associé à une cabine, on compare tout d'abord seulement les évaluations de répartition des cabines pouvant se déplacer le long de la trajectoire commune les unes avec les autres et ensuite on utilise, parmi ces cabines, uniquement la cabine possédant la meilleure évaluation de répartition en comparaison des évaluations de répartition des autres cabines du système d'ascenseur.
  4. Procédé selon la revendication 3, caractérisé en ce qu'on associe préalablement le tronçon de trajectoire nécessaire à la desserte de la demande de destination actuelle à chacune des cabines pouvant se déplacer le long de la trajectoire commune, ensuite on compare les résultats des évaluations de répartition de ces cabines les uns avec les autres et on annule l'affectation préalable du tronçon de trajectoire à l'exception de la cabine possédant la meilleure évaluation de répartition, et en ce que, lors de l'affectation de la demande de destination actuelle à la cabine pouvant se déplacer le long de la trajectoire qui possède la meilleure évaluation de répartition parmi ces cabines, on attribue définitivement à cette cabine le tronçon de trajectoire respectif et dans le cas de la non affectation de la demande de destination actuelle à cette cabine, on annule son affectation préalable du tronçon de trajectoire respectif.
  5. Procédé selon la revendication 4, caractérisé en ce que, en comparaison des évaluations de répartition des cabines pouvant se déplacer le long d'une trajectoire commune, on exclut les cabines, dont le tronçon de trajectoire respectif nécessaire pour la desserte d'une demande de destination actuelle recouvre au moins partiellement un tronçon de trajectoire, qui a été attribué préalablement à une cabine pouvant se déplacer le long de la trajectoire commune en raison d'une demande de destination préalable non encore affectée à une cabine déterminée.
  6. Procédé selon l'une des revendications précédentes, caractérisé en ce qu'on attribue un tronçon de trajectoire associé à une cabine lors de la desserte d'une demande de destination par étage pour les autres cabines.
  7. Procédé selon l'une des revendications précédentes, caractérisé en ce qu'on affecte au moins à une cabine pouvant se déplacer le long d'une trajectoire commune une zone préférentielle de la trajectoire commune et, lors de l'évaluation de répartition, on prend en compte la position du tronçon nécessaire à la desserte de la demande de destination par rapport à la zone préférentielle respective.
  8. Procédé selon la revendication 7, caractérisé en ce qu'on affecte les zones préférentielles aux cabines de sorte que les zones préférentielles adjacentes se recouvrent au moins sur un étage.
  9. Procédé selon la revendication 7, caractérisé en ce qu'on affecte les zones préférentielles aux cabines sans recouvrement.
  10. Procédé selon l'une de revendications précédentes, caractérisé en ce qu'on applique l'évaluation de répartition en fonction du nombre de demandes de destination respectives existantes.
  11. Procédé selon l'une des revendications précédentes, caractérisé en ce qu'on applique l'évaluation de répartition en fonction de l'utilisation des cabines.
  12. Procédé selon l'une des revendications précédentes, caractérisé en ce qu'on affiche sur un dispositif d'affichage les destinations de la cabine suivante arrivant à l'étage respectif aux étages à desservir par le système d'ascenseur.
  13. Procédé selon la revendication 12, caractérisé en ce qu'on affiche aux étages desservis par le système d'ascenseur les destinations de plusieurs cabines arrivant les unes après les autres à l'étage.
  14. Procédé selon l'une des revendications précédentes, caractérisé en ce qu'on affiche, après saisie d'une demande de destination, la durée prévue jusqu'à l'arrivée ou jusqu'au départ de la cabine desservant la demande de destination.
  15. Procédé selon l'une des revendications précédentes, caractérisé en ce qu'on affiche pour le passager la cabine affectée à la desserte de la demande de destination sur une unité d'affichage associée à une unité de saisie respective.
  16. Procédé selon l'une des revendications 1 à 14, caractérisé en ce qu'on affiche pour le passager sur une unité d'affichage associée à une unité de saisie respective la cage d'ascenseur, à l'arrêt de laquelle arrive la cabine suivante affectée à la demande de destination.
  17. Procédé selon l'une des revendications précédentes, caractérisé en ce qu'on associe à chaque cabine une unité de commande possédant une fonction de commande groupée, où l'unité de commande applique l'évaluation de répartition pour la cabine associée respective et on relie électriquement ensemble toutes les unités de commande.
  18. Procédé selon l'une des revendications précédentes, caractérisé en ce qu'on associe au moins aux cabines pouvant se déplacer le long d'une trajectoire commune une unité de commande groupée centrale, qui peut appliquer l'évaluation de répartition de toutes les cabines associées.
  19. Système d'ascenseur (10), en particulier pour la mise en oeuvre du procédé selon l'une des revendications précédentes, comportant au moins une cage d'ascenseur (12, 14) et plusieurs cabines (21, 22, 52), auxquelles est associé respectivement un entraînement (30, 32, 60) et un frein (34, 36, 62), dans lequel au moins deux cabines (21, 22) peuvent se déplacer séparément vers le haut et vers le bas le long d'une trajectoire commune (16, 17), et comportant une unité de saisie (77) à l'extérieur d'au moins une cage d'ascenseur (12, 14) pour la saisie d'une demande de destination ainsi qu'un dispositif de commande (75) pour commander les cabines (21, 22, 52), où une évaluation de répartition respective peut être effectuée au moyen du dispositif de commande (75) après saisie d'une demande de destination pour les différentes cabines (21, 22, 52) et la demande de destination peut être affectée à une cabine (21, 22, 52), caractérisé en ce que, lors de l'affectation de la demande de destination à une des cabines (21, 22) pouvant se déplacer le long de la trajectoire commune (16, 17), le tronçon de trajectoire nécessaire à la desserte de la demande de destination pour la cabine affectée (21, 22) peut être attribué à cette cabine (21, 22) et ce tronçon de trajectoire n'est pas accessible pendant le temps de l'attribution aux autres cabines (21, 22) pouvant se déplacer le long de la trajectoire commune (16, 17).
  20. Système d'ascenseur selon la revendication 19, caractérisé en ce que le tronçon de trajectoire associé à une des cabines (21, 22) pouvant se déplacer le long d'une trajectoire commune (16, 17) peut être attribué aux autres cabines (21, 22) lors de la desserte de la demande de destination par étage.
  21. Système d'ascenseur selon la revendication 19 ou 20, caractérisé en ce que le dispositif de commande (75) comporte plusieurs unités de commande (42, 44, 64) présentant respectivement une fonction de commande groupée, qui sont associées respectivement à une cabine (21, 22, 52) et sont reliées par l'intermédiaire d'un système de transfert de données (73), où l'évaluation de répartition pour la cabine respective associée (21, 22, 52) peut être effectuée par l'intermédiaire des unités de commande (42, 44, 64).
  22. Système d'ascenseur selon la revendication 21, caractérisé en ce que les unités de commande (42, 44), qui sont associées aux cabines (21, 22) pouvant se déplacer le long d'une trajectoire commune (16, 17), sont reliées par l'intermédiaire d'une ligne de données distincte (50).
  23. Système d'ascenseur selon la revendication 22, caractérisé en ce que la ligne de données distincte (50) présente une vitesse de transfert de données plus élevée que le système de transfert de données (73).
  24. Système d'ascenseur selon l'une des revendications 21 à 23, caractérisé en ce que les unités de saisie (77) sont reliées par l'intermédiaire d'une ligne de données (82) à au moins une unité de commande (42).
  25. Système d'ascenseur selon l'une des revendications 19 à 24, caractérisé en ce que le dispositif de commande (75) comprend une unité de commande groupée centrale (70) associée au moins aux cabines (21, 22) pouvant se déplacer le long d'une trajectoire commune (16, 17) en vue de l'exécution de l'évaluation de répartition et de l'affectation d'une demande de destination à une cabine (21, 22).
  26. Système d'ascenseur selon l'une des revendications 19 à 25, caractérisé en ce qu'une unité d'affichage respective est associée aux unités de saisie (77) pour afficher la cabine (21, 22, 52) desservant la demande de destination saisie et la durée prévue jusqu'à l'arrivée ou jusqu'au départ de la cabine (21, 22, 52).
  27. Système d'ascenseur selon l'une des revendications 19 à 26, caractérisé en ce que le système d'ascenseur (10) comprend au moins deux cages d'ascenseur (12, 14), dans lequel, dans une première cage d'ascenseur (12), au moins deux cabines (21, 22) peuvent se déplacer le long d'une trajectoire commune (16, 17) et dans lequel, dans une seconde cage d'ascenseur (14), une seule cabine (52) peut se déplacer le long d'une trajectoire (18, 19) de l'arrêt le plus bas à l'arrêt le plus haut.
EP02787832A 2002-11-26 2002-11-26 Procede pour commander un systeme d'ascenseurs et systeme d'ascenseurs pour mettre en oeuvre le procede Expired - Lifetime EP1565396B1 (fr)

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KR20050034741A (ko) 2005-04-14
KR100714175B1 (ko) 2007-05-02
TW200415105A (en) 2004-08-16
WO2004048244A1 (fr) 2004-06-10
ES2281559T3 (es) 2007-10-01
RU2005120162A (ru) 2007-01-10
WO2004048243A1 (fr) 2004-06-10
RU2317242C2 (ru) 2008-02-20
CN1668521A (zh) 2005-09-14
TWI273084B (en) 2007-02-11
DE50209398D1 (de) 2007-03-15
JP4386842B2 (ja) 2009-12-16
ATE352508T1 (de) 2007-02-15
JP2006508005A (ja) 2006-03-09
US7032716B2 (en) 2006-04-25
AU2003293683A1 (en) 2004-06-18
EP1565396A1 (fr) 2005-08-24

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