EP1698580B1 - Système s'ascenseur - Google Patents

Système s'ascenseur Download PDF

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Publication number
EP1698580B1
EP1698580B1 EP05004882A EP05004882A EP1698580B1 EP 1698580 B1 EP1698580 B1 EP 1698580B1 EP 05004882 A EP05004882 A EP 05004882A EP 05004882 A EP05004882 A EP 05004882A EP 1698580 B1 EP1698580 B1 EP 1698580B1
Authority
EP
European Patent Office
Prior art keywords
car
distance
curve
emergency stop
speed
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.)
Active
Application number
EP05004882A
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German (de)
English (en)
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EP1698580A1 (fr
Inventor
Walter Nübling
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
TK Elevator GmbH
Original Assignee
ThyssenKrupp Aufzugswerke GmbH
Priority date (The priority date 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 date listed.)
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Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=34934086&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP1698580(B1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by ThyssenKrupp Aufzugswerke GmbH filed Critical ThyssenKrupp Aufzugswerke GmbH
Priority to EP05004882A priority Critical patent/EP1698580B1/fr
Priority to AT05004882T priority patent/ATE361893T1/de
Priority to DE502005000701T priority patent/DE502005000701D1/de
Priority to ES05004882T priority patent/ES2285591T3/es
Priority to PCT/EP2005/011540 priority patent/WO2006094540A1/fr
Priority to JP2007557336A priority patent/JP4971199B2/ja
Priority to MX2007010789A priority patent/MX2007010789A/es
Priority to KR1020077020062A priority patent/KR100905445B1/ko
Priority to BRPI0520100-4A priority patent/BRPI0520100B1/pt
Priority to CN200580048962A priority patent/CN100579884C/zh
Priority to RU2007136597/11A priority patent/RU2381981C2/ru
Priority to TW095107181A priority patent/TWI296993B/zh
Publication of EP1698580A1 publication Critical patent/EP1698580A1/fr
Publication of EP1698580B1 publication Critical patent/EP1698580B1/fr
Application granted granted Critical
Priority to US11/897,923 priority patent/US7448471B2/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • 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
    • 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
    • B66B1/28—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical

Definitions

  • the invention relates to an elevator installation comprising at least one car which is movable in a shaft along a roadway and has a safety gear, wherein the car is assigned a control unit, a drive and a brake, and further comprising a safety device with a speed determination unit for determining the current Speed of the at least one car, a distance determination unit for determining the actual distance that the at least one car to an obstacle, another car or a shaft end occupies, and a determination unit for determining a critical distance and a minimum distance, which depends on the speed of the at least one Car is dependent on the car, wherein by means of the safety device, an emergency stop of the at least one car is triggered, if the actual distance is smaller than the critical distance, and the safety gear of at least a car is triggered, if the actual distance is smaller than the minimum distance, the movement of the car follows a proper emergency stop an emergency stop driving curve, which reflects the expected release of the emergency stop course of the car depending on the distance traveled by the car, and wherein the movement of the car
  • the elevator system has a safety device with a speed detection unit and a distance detection unit, with the aid of the current speed of the car and the distance, the car to an obstacle , another car or a shaft end, can be determined.
  • the safety device also has a determination unit by means of which a critical distance dependent on the speed of the car can be determined. If the determined distance falls below the critical distance, an emergency stop of the at least one car can be triggered by the safety device.
  • the brake assigned to the car is activated and, at the same time, its drive motor is deactivated, so that the car can be brought to a standstill within a short time with considerable braking acceleration (deceleration).
  • the safety gear can be triggered.
  • a minimum distance dependent on the speed of the at least one car can be determined. If the actual distance determined by the distance determination unit falls below the minimum distance, then the safety gear of the car is activated, so that it is brought to a standstill within a very short time with a very high braking acceleration (deceleration).
  • the minimum distance is less than the critical distance, but it is in any case so dimensioned that it provides the braking distance that forms when the safety gear is triggered, without the car colliding.
  • Object of the present invention is to develop an elevator system of the type mentioned in such a way that the at least one distance to be maintained by the at least one car to an obstacle, another car or a shaft end, without an emergency stop or a safety gear is triggered, however, a car collision can be reliably prevented.
  • This object is achieved in an elevator system of the generic type according to the invention in that by means of the determination unit the critical distance can be determined in accordance with a predefinable emergency stop trip curve and the minimum distance corresponding to a predefinable catch trip curve, wherein the catch trip curve does not affect the emergency stop travel curve, and that the safety gear can be released even before the car has reached the place to which the speed zero is assigned after the no-load driving curve.
  • the critical distance is such that it corresponds in each case at least the sum of the braking distances, which are covered during braking of the car, starting from its current speed to zero speed during an emergency stop and additionally also when acting safety gear, is provided according to the invention in that the critical distance can be determined in accordance with a predefinable emergency stop tripping curve and the minimum distance corresponding to a predefinable tripping tripping curve, the tripping tripping curve not touching the emergency stop travel curve and with the safety gear already tripping before the at least one car stops the location has reached, after the emergency stop-travel curve, so with proper emergency stop, the speed is assigned zero.
  • the determination unit can be given an emergency stop trip curve, for example by means of corresponding curve parameters and a calculation algorithm or also by stored value pairs. This gives the expected when triggering the emergency stop device stopping distance of the car in dependence on the prevailing at triggering the emergency stop speed the car again.
  • the emergency stop trip curve not only the actual braking behavior of the at least one car flows in an emergency stop, but also possible delay times between the triggering of the emergency stop and the effective date of the brake.
  • the determination unit can also be given, for example, by appropriate curve parameters and a calculation algorithm or by stored value pairs, a catch-triggering curve that describes the expected when triggering the safety gear stopping distance of the car depending on the prevailing at triggering the safety gear speed of lift car. Not only does the actual braking behavior of the at least one car when the safety gear acts are included in the determination of the catch triggering curve, but reaction times can also be taken into account between the triggering of the safety gear and its actual activation.
  • the emergency stop trip curve and the emergency stop travel curve are coupled together. While the emergency stop travel curve only describes the actual braking behavior of the car, the emergency stop trip curve also takes into account system reaction times. The same applies to the catch-triggering curve and the trailing-travel curve, which are also coupled together.
  • the emergency stop trip curve is set such that the emergency stop travel curve does not touch the capture trip curve. This ensures that, when an emergency stop is triggered and then the at least one car is properly decelerated, the safety gear is not triggered. If the emergency stop is not correct, however, the safety gear can be released at any time before the car has reached the location to which the speed zero is assigned after the emergency stop driving curve.
  • the emergency stop driving curve at zero speed is offset by a predetermined distance value to the traction curve.
  • the car is decelerated in normal operation by means of the control unit according to a predetermined operational deceleration curve, wherein the operational deceleration curve does not affect the emergency stop trip curve and wherein an emergency stop is triggered before the car to be braked has reached the place after the operational deceleration curve associated with zero speed.
  • the at least one car is controlled by the control unit. If the car is to be brought to a standstill in normal operation, the control unit can be given an operational deceleration curve for this, which is the operationally expected stopping distance of the car in dependence on the prevailing at the beginning of the deceleration speed of the car.
  • the operational deceleration curve is staggered to the emergency stop trip curve so that the two curves do not touch each other, thus ensuring that an emergency stop is not erroneously triggered during normal deceleration of the elevator during normal operation.
  • an emergency stop can already be triggered in the event of a fault, even before the car to be braked has reached the location to which the zero speed is assigned after the operational deceleration curve.
  • an emergency stop can be triggered if it is determined by means of the speed and the distance determining unit that there is a deviation of the car movement from the operational deceleration curve.
  • the actual movement of the car can be compared with the expected according to operational deceleration curve movement and triggered in case of deviation, an emergency stop.
  • the operational deceleration curve is offset at zero speed by a distance value to the emergency stop trajectory.
  • the critical distance and the minimum distance can be determined independently. In such an embodiment, it is in particular not necessary to determine the minimum distance first to determine the critical distance.
  • the car is braked in normal operation by means of the control unit according to a predetermined operational deceleration curve, wherein the operational deceleration curve, the emergency stop trajectory and the traction curve at zero speed both to each other and to the location of an obstacle, another car or a shaft end are offset.
  • the staggered arrangement of the curves to each other ensures that when properly decelerating the operational Car is triggered by the control unit no emergency stop and the safety gear is not activated.
  • the safety gear is not triggered due to the staggered arrangement of the curves.
  • the staggered arrangement of all the curves for the location of an obstacle, another car or a shaft end ensures that the car is brought to a halt in any case at a breakpoint which is located at a safe distance from the obstacle, to another car or shaft end.
  • the minimum distance is determinable taking into account the current speed of the car as well as the system reaction time, the pull-in path and the braking acceleration of the safety gear of the at least one car.
  • the current speed can be determined by means of the speed determination unit or a sensor, and the system reaction time, the collection path and the braking acceleration of the safety gear can be specified as parameters that are dependent on the structural design of the safety gear, the determination unit.
  • the system reaction time is the time required to trigger the safety gear, that is to say its preferably electronic activation, and for the mechanical response of the safety gear.
  • the Einzugsweg is the way the car covers, while the safety gear from its rest position merges into its full braking effect deploying braking position.
  • the braking acceleration (deceleration) is the speed change that can be achieved per unit time, which can be achieved by means of the fully-acting safety gear.
  • System reaction time, intake path and braking acceleration represent plant-specific parameters of the safety gear of the respective car.
  • a shaft end or another car at standstill in any case, is provided in a preferred embodiment that the minimum distance is determined taking into account a predetermined safety distance, the brought to a standstill Car should occupy at least one obstacle, another car or a shaft end.
  • the determination of the minimum distance can be made such that speed-dependent minimum distance values are stored in a table of the determination unit. It is particularly advantageous if the minimum distance can be calculated by means of the determination unit, wherein the system reaction time, the collection path and the braking acceleration of the safety gear of the determination unit can be entered. It is advantageous if the determination unit is programmable. To calculate the speed-dependent minimum distance, the determination unit can be given an algorithm. Thus, it can be provided that the minimum distance can be calculated from the expected stopping distance s FA of the at least one car when the safety gear is triggered.
  • v ⁇ t reak describes the path traveled by the car during the system reaction time of the safety gear
  • v 2 / 2a FA describes the braking distance of the car when the safety gear is active.
  • the reaction path and braking distance depend on the speed of the car.
  • the intake path S A of the safety gear is independent of speed, because the transition of the safety gear from its rest position in the braking position is directly dependent on the relative movement of the car relative to atoxicitysbegrenzerseil that can be blocked to trigger the safety gear.
  • the above-mentioned formula (1) represents a diagram in a coordinate system, the catch-triggering curve again.
  • the minimum distance can be calculated in a further step. If the car approaches a stationary obstacle or a shaft end, then the minimum distance can be equated with the stopping distance S FA . If the car approaches another car approaching it, the minimum distance may correspond to the sum of the stopping distances S FA of the two cars. For this purpose, the determination unit continuously calculates the speed-dependent stopping distances s FA of the two cars and the resulting minimum distance between the two cars.
  • the minimum distance can be considered as the at least one car vor toilender Vorhalteweg for triggering the safety gear. Meets the tip of this Vorhalteweges on an obstacle, a shaft end or on another car, the safety gear is triggered. If, in addition to the abovementioned stopping distance S FA , the already explained safety margin is added, this ensures that the car comes to a standstill offset by the safety distance to the obstacle, a shaft end or another car.
  • the decisive for the triggering of an emergency stop critical distance is in an advantageous embodiment, taking into account the current speed of the car and the system reaction time and the braking acceleration of the at least one car associated brake and a predetermined travel curve distance value determined, the predetermined travel distance value to the distance corresponds to the emergency stop travel curve of the Fang-Fahrkurve at zero speed.
  • the system reaction time is understood to be the time between the triggering of the emergency stop and the response of the mechanical brake, and the brake acceleration (deceleration) of the brake corresponds to the speed change per unit time achievable by means of the brake.
  • the critical distance is preferably determinable, taking into account a predefinable safety distance, which the car brought to a halt by means of the emergency stop device should at least occupy to one obstacle, another car or a shaft end.
  • the determining unit may have a table which is dependent on the speed of the car each represents the associated critical distance.
  • the critical distance can be calculated by means of the determination unit, wherein the system reaction time and the braking acceleration of the at least one car associated brake of the determination unit can be entered as plant-specific parameters.
  • the determination unit is preferably programmable.
  • the determination unit can be given an algorithm to calculate the relevant critical distance based on the entered parameters.
  • the critical distance can be calculated from the expected stopping distance S NH of the at least one car when an emergency stop is triggered.
  • V ⁇ t reak describes the reaction path traveled during the system reaction time from the triggering point of the emergency stop to the response of the electromechanical brake
  • v z / 2a NH describes the actual braking distance of the car when the brake is acting.
  • the above-mentioned formula (2) represents the emergency stop trip curve as a diagram in a coordinate system.
  • the critical distance can be calculated in a further step. If the car approaches a stationary obstacle or a shaft end, the critical distance can be equated with the stopping distance S NH . If the car approaches another car approaching it, the critical distance may correspond to the sum of the stopping distances S NH of the two cars. For this purpose, the determination unit continuously calculates the speed-dependent stopping distances S NH of the two cars and the resulting critical distance.
  • the critical distance can also be considered as the at least one car vor toilender Vorhalteweg for triggering an emergency stop. If the path tip of the Vorhalteweges meets an obstacle, a shaft end or on another car, the emergency stop is triggered. If a safety distance is added to the stopping distance S NH , then it is ensured that the car is brought to a standstill in front of the obstacle, a shaft end or another car by the safety distance. If the stopping distance s NH is additionally added to the driving-distance value, it is ensured that the emergency-stop driving curve does not touch the catch-triggering curve and consequently the safety device is not triggered in case of a proper emergency stop.
  • a shaft information system can be used, which is coupled to the safety device.
  • the shaft information center comprises a position sensor which transmits the position of an associated car to the safety device.
  • the position sensor also transmits its speed and / or its direction of movement to the safety device.
  • the elevator installation has an optical shaft information system, for example a bar code information system, which is coupled to the safety device.
  • the bar code information system may comprise a carrier extending along the shaft on which bar code symbols are arranged, and in addition to each car a bar code reader may be used with the aid of which the bar code symbols can be detected.
  • the barcode readers can be designed, for example, in the form of laser scanners. By means of the barcode reader, a barcode arranged on the carrier can be read optically. This can reflect the current position of the car, and the change in the position data per unit time is a measure of the speed of the car on which the bar code reader is held. Also, the direction of movement of the car can be detected by means of the bar code information system by successive position data are evaluated.
  • the bar code information system can provide electrical signals to the speed determination unit and the distance determination unit, which contain all information for determining the position, the direction of travel and the speed of the respective associated car.
  • the elevator installation may comprise a magnetic system for determining the car position, the car speed and / or the direction of movement of the car. It can also be provided that this information can be determined by means of a laser beam.
  • the elevator system can be designed such that the car position can be provided by absolute value rotary encoder. Inductively operating sensors can also determine the position or the distance determination can be carried out with ultrasonic sensors.
  • the elevator system comprises at least two independently movable up and down cars, which are coupled to the safety device for triggering an emergency stop and for triggering the safety gear of the respective car, wherein the determination unit of the safety device on the basis of the speeds and the driving directions of the cars continuously calculated the stopping distances of the cars at an emergency stop and tripping of their safety gear and determined based on the stopping distances the critical distance and the minimum distance of the car to each other, and wherein by means of a comparison unit of the safety device, the actual mutual distance of the car with the critical distance and the minimum distance is comparable.
  • FIG. 1 shows in highly schematic form a preferred embodiment of an elevator installation according to the invention, which is generally designated by the reference numeral 10. It comprises two cars arranged one above the other in a shaft not shown in the drawing, which are movable independently of one another upwards and downwards along a common roadway, which is known per se and is therefore not shown in the drawing.
  • the upper car 12 is coupled via a carrying cable 15 with a counterweight 16.
  • the lower 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 electromechanical brake 23 and 24 respectively.
  • the drive motors 20, 22 are each assigned a traction sheave 25 or 26, via which the support cables 15 and 17 are guided.
  • Each car 12, 14 is a separate control unit 28 or 30 associated with the control of the cars 12, 14 in normal operation.
  • the control units 28, 30 are connected via control lines with the respective associated drive motor 20 or 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.
  • target input devices are arranged in each floor to be operated, which are known in the art and are therefore not shown in the drawing to achieve a better overview.
  • the desired destination can be entered by the user, and at a display unit adjacent to the respective destination input device, for example a screen, the user can see the car selected by the control units 28, 30 for operating the destination.
  • All destination input devices are connected via bidirectional transmission lines to the control units 28 and 30 in electrical connection. They can be designed, for example, as touch-sensitive screens in the form of so-called touch screens, which enable a simple entry of the destination as well as a simple display of the car to be used.
  • Each of a car 12, 14 associated control units 28, 30 are connected to each other via data lines 32 and together with other control units unillustrated elevators form an elevator group, each control unit 28, 30 within the group can control the associated car 12 and 14 themselves , In connection with a destination input by the user via the destination input devices located outside the cars, the control units can perform a very fast car allocation and perform an optimized driving control, in order to achieve a high conveying capacity with the greatest possible safety.
  • the elevator installation 10 has a shaft information system in the form of a barcode carrier 35 extending along the entire roadway, which carries barcode symbols 36 which can be optically read by barcode readers 38 and 39 respectively arranged on a car 12, 14.
  • the bar code symbols 36 represent a position statement in coded form and are read by the bar code readers 38, 39.
  • the thus detected positional information is output as electrical signals from the bar code readers 38, 39.
  • the respective position of the cars 12, 14 is detected by means of the associated bar code readers 38, 39. From the change of the position data per time unit, the speeds of the cars 12 and 14 can be determined. In addition, the scanning of the bar code symbols 36 makes it possible to determine the direction of travel of the cars 12, 14 from the successive position indications.
  • the cars 12, 14 are connected to an electrical safety device 42 of the elevator system 10 in connection.
  • This includes a position evaluation unit 46 and a speed determination unit 47 with integrated direction of travel evaluation.
  • the position evaluation unit 46 and the speed determination unit 47 are in electrical connection via data lines 49 and 50 with the bar code readers 38 and 39, respectively, of the upper car 12 and the lower car 14. This connection can also be made via optical fibers or configured wirelessly.
  • the position evaluation unit 46 and the speed determination unit 47 process the signals provided by the bar code readers 38 and 39 into car-dependent position and speed signals.
  • Corresponding position evaluation units and speed determination units also have the control units 28 and 30, which are electrically connected via input lines 52, 53 to the data lines 49 and 50, respectively.
  • the speed determination Direction of travel evaluation and / or the position determination can also be integrated directly into the barcode reader 38, 39, so that these readers 38, 39 as intelligent sensors can directly output the speed and direction of travel.
  • the safety device 42 has a distance determination unit 55 which is in electrical communication with the position evaluation unit 46 and continuously calculates the actual distance that the two cars 12 and 14 have from the position data provided.
  • An actual Distance corresponding electrical signal is forwarded by the distance determination unit 55 to a comparison unit 57 of the safety device 42.
  • the comparison unit 57 has two inputs. The first input of the actual distance between the two cars 12, 14 reproduced signal of the distance determination unit 55 is provided.
  • the second input is connected to a determination unit 60, which is in electrical connection with the speed determination unit 47 and is additionally connected via an input line 61 to a central input and output unit 63 of the elevator installation 10.
  • the latter can - as in the illustrated embodiment - via bidirectional connection lines 64 and 65 with the control units 28 and 30 are in electrical connection.
  • the control units 28, 30 can be programmed and system-specific parameters can be input to both the control units 28, 30 and the determination unit 60.
  • a critical distance and a minimum distance for the cars 12 and 14 are continuously calculated during operation of the elevator installation 10 in the manner explained in more detail below.
  • the critical distance, as well as the minimum distance with the aid of the comparison unit 57, is compared with the actual distance between the two cars 12 and 14. If the actual distance between the cars 12 and 14 falls below the critical distance, a control signal is emitted by the comparison unit 57 to a downstream emergency stop tripping device 70, which causes the emergency stop tripping device 70, the brake 23 respectively assigned to the cars 12 and 14 24 so that both cars 12, 14 are braked within a short time.
  • a control signal is emitted by the comparison unit 57, which is a control signal downstream of the comparison unit 57
  • Catch trigger 72 causes both a safety gear 74 of the upper car 12 and a safety gear 80 of the lower car 14 to be triggered.
  • the safety gears 74 and 80 the cars 12, 14 can be braked in a mechanical manner in a very short time to avoid a car collision.
  • the safety gear 74 is coupled in a known per se and therefore only schematically illustrated in the drawing via a catch rod 75 with a speed limiter cable 76.
  • the speed limiting cable 76 is guided in the usual way via a deflection roller arranged at the lower end of the elevator shaft and a speed limiter 77 arranged at the upper end of the elevator shaft.
  • the speed limiter 77 can trigger the safety gear 74 when a maximum speed of the car 12 is exceeded via the speed governor cable 76 and the catch rod 75 fixed to it, so that the upper car is brought to a standstill within a short time.
  • the speed limiter 77 or other means operatively connected to the overspeed governor 76 may be electrically activated by the catch trip device 72 to block the overspeed governor 76 when the minimum distance is exceeded, thereby triggering the safety gear 74.
  • the safety gear of the lower car 14 is coupled via a catch rod 81 with a speed limiter rope 82, which is guided over a arranged at the lower end of the hoistway pulley and arranged at the upper end of the hoistway speed limiter 83.
  • the speed limiter 83 or another device operatively connected to the overspeed governor 82 for example a cable brake, can additionally be electronically activated by the catch triggering device 72 if the actual distance between the lower car 14 and the upper car 12 falls below the minimum distance calculated by the determination unit 60.
  • the calculation of the minimum distance is performed as well as the calculation of the critical distance on the basis of plant-specific parameters that can be input to the determination unit 60 via the input line 61, via which the determination unit 60 is in electrical communication with the central input and output unit 63.
  • the calculation of the minimum distance is carried out according to a predefinable catch-triggering curve 90, as shown schematically in Figure 2.
  • the catch trip curve 90 indicates the relationship between the stopping distance S FA of the cars 12 or 14 to be expected when the safety gear 74, 80 is released and the actual speeds of the cars 12, 14 when the safety gear 74, 80 are triggered moving car 12 moving at nominal speed V N is stopped at an absolute distance a 0 before an absolute stopping point h 0 , so that its speed at the distance a 0 to the absolute stopping point h 0 arranged holding point h 1 is zero, so must this Catch device 74 are triggered at the location s 1 , which is the stopping distance S FA from the breakpoint h 1 .
  • the minimum distance thus results from the sum of the stopping distance S FA and the safety distance a 0 .
  • the triggering of the safety gear 74 takes place in that the speed limiter 77 and thus also the speed limiter cable 76 are blocked. This has the consequence that the car 12 initially still moves at a constant rated speed V N until it reaches the path S 2 , because to trigger the safety gear 74, the system reaction time is to be observed, which corresponds to the time interval of outputting a signal by the catch -Selease device 72 until the first response of the safety gear 74.
  • reaction path S reak is additional to consider the Einzugssweg S Ein , which corresponds to the path of the car 12 from the first-time response of the safety gear 74 to the full braking effect.
  • the parameters t reak , S Ein and a FA can be used by the determination unit 60 are input via the input line 61 by means of the central input and output unit 63.
  • the safety gear 74 and 80 represent the last level of security to bring the cars 12, 14 to a standstill.
  • the carcasses 12, 14 may be stopped by triggering an emergency stop if the actual distance determined by the distance determining unit 55 is less than the critical distance determined by the determination unit 60.
  • the critical distance can be determined according to a predefinable emergency stop tripping curve 93, which, like the corresponding emergency stop travel curve 94, is illustrated using the example of the upper car 12 in FIG.
  • the catch trip curve 90 and the catch-travel curve 91 are shown in Figure 3 and also the operational deceleration curve 96, which is used by the control unit 28 for braking the upper car 12 during normal operation.
  • the car 12 initially still retains its rated speed V N due to the system reaction time t reak , which corresponds to the time interval between the triggering of the emergency stop and the effect of the full braking effect of the brake 23.
  • the car 12 is then in the range between Waypoint s 5 and the Breakpoint h 2 effectively braked according to the emergency stop travel curve 94, so that it comes to a stop at the breakpoint h 2 .
  • the breakpoint h 2 is offset by the travel curve distance value b 0 to the breakpoint h 1 , which corresponds to zero speed when the safety gear 74 is triggered.
  • the movement of the car during braking follows in normal operation of the operational deceleration curve 96, so that the car comes to a stop at the breakpoint h 3 . This is around the distance C 0 arranged offset to the breakpoint h 2 . This ensures that upon proper movement of the car 12 corresponding to the operational deceleration curve 96 no emergency stop is triggered, since the operational deceleration curve 96 does not touch the emergency stop tripping curve 93.
  • the safety distance a o , the travel distance b o and the distance c o are also the determination unit 60 can be entered.
  • FIG. 4 shows the courses of movement of the cars 12 and 14, if they travel towards one another at the rated speed V N.
  • the two cars 12 and 14 are decelerated by the respective control units 28 and 30 according to the programmable operational deceleration curves 96, so that they come to a standstill with minimum clearance d 1 to each other.
  • the successive cars are 12 and 14 braked by the safety device 42 by an emergency stop is triggered according to the emergency stop tripping curves 93 so that the cars 12 and 14 are decelerated according to the emergency stop driving curves 94 and at a mutual distance d 2 come to a standstill.
  • the respective safety device 74 or 80 is triggered by the safety device 42 in accordance with the catch trip curves 90, so that the cars 12 and 14 after passing through the catch Travel curves 91 come to a standstill with mutual distance d 3 .
  • the distance d 3 corresponds to the cumulative safety distances a 0 of the two cars, wherein the safety distance a 0 is based on the absolute Breakpoint h 0 , which is calculated by the determining unit 60 on the basis of the speeds and driving directions of the two cars 12, 14.
  • the distance d 2 corresponds to the sum of the safety distances a 0 and the Fahrkurvenabstandswert b 0 both cars
  • the minimum clear distance d 1 corresponds to the sum of the distances a 0 , b 0 and c 0 both cars.
  • the minimum distance between the two cars 12, 14 is the sum of stopping distances s FA of the cars 12, 14 upon release of the safety gear 74, 80 plus the mutual distance d 3 after braking the cars 12, 14.
  • the critical distance between the two cars 12, 14 is the sum of the stopping distances S NH of the cars 12, 14 at an emergency stop plus the mutual distance d 2 after braking the cars 12, 14.
  • the critical distance and the minimum distance is continuously calculated by the determination unit 60. If the actual distance falls below the calculated distance values, an emergency stop for both cars is triggered by the control device 42 or the safety gears 74, 80 are triggered.
  • the two cars 12, 14 can approach in normal operation to the minimum clearance d 1 , without an emergency stop is triggered or a safety gear is activated.
  • the triggering of an emergency stop is carried out by calculating a critical distance corresponding to a predefinable emergency stop tripping curve, and the triggering of a safety gear takes place with calculation of a minimum distance corresponding to a capture tripping curve.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Elevator Control (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)
  • Lift-Guide Devices, And Elevator Ropes And Cables (AREA)
  • Regulating Braking Force (AREA)
  • Indicating And Signalling Devices For Elevators (AREA)

Claims (16)

  1. Système d'ascenseur comportant au moins une cabine d'ascenseur (12, 14) qui peut se déplacer dans une gaine le long d'un guide et qui présente un dispositif parachute (74, 80), dans lequel une unité de commande (28, 30), un entraînement (20, 22) ainsi qu'un frein (23, 24) sont associés à la cabine d'ascenseur (12, 14), et comportant en outre un dispositif de sécurité (42) avec une unité de détection de vitesse (47) pour détecter la vitesse actuelle de ladite au moins une cabine d'ascenseur (12, 14), une unité de détection de distance (55) pour détecter la distance réelle qu'occupe ladite au moins une cabine d'ascenseur (12, 14) par rapport à un obstacle, à une autre cabine d'ascenseur ou à une extrémité de la gaine, et une unité de détermination (60) pour déterminer une distance critique et une distance minimum qui dépendent de la vitesse de ladite au moins une cabine d'ascenseur (12, 14), dans lequel, au moyen du dispositif de sécurité (42), un arrêt d'urgence de ladite au moins une cabine d'ascenseur (12, 14) peut être déclenché dans le cas où la distance réelle est inférieure à la distance critique, et le dispositif parachute (74, 80) de ladite au moins une cabine d'ascenseur (12, 14) peut être déclenché dans le cas où la distance réelle est inférieure à la distance minimum, dans lequel, en cas d'arrêt d'urgence réglementaire, le mouvement de la cabine d'ascenseur (12, 14) suit une courbe de trajet d'arrêt d'urgence (94) qui reproduit l'allure de vitesse de la cabine d'ascenseur (12, 14) à attendre en cas de déclenchement de l'arrêt d'urgence, en fonction de la course parcourue par la cabine d'ascenseur (12, 14), et dans lequel le mouvement de la cabine d'ascenseur (12, 14), en cas de fonctionnement réglementaire du dispositif parachute (74, 80), suit une courbe de trajet de parachute (91) qui reproduit l'allure de vitesse de la cabine d'ascenseur (12, 14) à attendre en cas de déclenchement du dispositif parachute, en fonction de la course parcourue par la cabine d'ascenseur (12, 14),
    caractérisé en ce qu'au moyen de l'unité de détermination (60) la distance critique peut être déterminée en fonction d'une courbe de déclenchement d'arrêt d'urgence (93) prédéterminable et la distance minimum peut être déterminée en fonction d'une courbe de déclenchement de parachute (90) prédéterminable, la courbe de déclenchement de parachute (90) ne touchant pas la courbe de déclenchement d'arrêt d'urgence (94), et en ce que le dispositif parachute (74, 80) peut être déclenché encore avant que la cabine d'ascenseur (12, 14) ait atteint le lieu auquel est associée la vitesse zéro d'après la courbe de trajet d'arrêt d'urgence (94).
  2. Système d'ascenseur selon la revendication 1, caractérisé en ce qu'à la vitesse zéro, la courbe de trajet d'arrêt d'urgence (94) est décalée d'une valeur de distance (b0) prédéterminable par rapport à la courbe de trajet de parachute (91).
  3. Système d'ascenseur selon la revendication 1 ou 2, caractérisé en ce que la cabine d'ascenseur (12, 14) peut être freinée pour le freinage en fonctionnement normal, au moyen de l'unité de commande (28, 30) selon une courbe de ralentissement fonctionnel (96) prédéterminable, la courbe de ralentissement fonctionnel (96) ne touchant pas la courbe de déclenchement d'arrêt d'urgence (93) et un arrêt d'urgence pouvant être déclenché encore avant que la cabine d'ascenseur (12, 14) à freiner ait atteint le lieu (h3) auquel est associée la vitesse zéro d'après la courbe de ralentissement fonctionnel (96).
  4. Système d'ascenseur selon la revendication 3, caractérisé en ce qu'à la vitesse zéro, la courbe de ralentissement fonctionnel (96) est décalée d'une valeur de distance (c0) prédéterminable par rapport à la courbe de trajet d'arrêt d'urgence (94).
  5. Système d'ascenseur selon l'une des revendications précédentes, caractérisé en ce que la distance critique et la distance minimum peuvent être déterminées indépendamment l'une de l'autre.
  6. Système d'ascenseur selon l'une des revendications précédentes, caractérisé en ce que ladite au moins une cabine d'ascenseur (12, 14) peut être commandée pour le freinage en fonctionnement normal au moyen de l'unité de commande (28, 30) selon une courbe de ralentissement fonctionnel (96) prédéterminable, la courbe de ralentissement fonctionnel (96), la courbe de trajet d'arrêt d'urgence (94) et la courbe de trajet de parachute (91) étant décalées, à la vitesse zéro, tant les unes par rapport aux autres que par rapport à la position d'un obstacle, d'une autre cabine d'ascenseur ou d'une extrémité de la gaine.
  7. Système d'ascenseur selon l'une des revendications précédentes, caractérisé en ce que la distance minimum peut être déterminée en tenant compte de la vitesse actuelle de ladite au moins une cabine d'ascenseur (12, 14) ainsi que du temps de réaction du système, de la course de latence et de la décélération du parachute (74, 80) de la cabine d'ascenseur (12, 14).
  8. Système d'ascenseur selon la revendication 7, caractérisé en ce que la distance minimum peut être déterminée en tenant compte d'une distance de sécurité (a0) prédéterminable que la cabine d'ascenseur (12, 14) amenée à l'arrêt au moyen du parachute (74, 80) doit occuper au moins par rapport à un obstacle, une autre cabine d'ascenseur ou l'extrémité de la gaine.
  9. Système d'ascenseur selon la revendication 8, caractérisé en ce que la distance minimum peut être calculée au moyen de l'unité de détermination (60), la distance de sécurité et le temps de réaction du système, la course de latence et la décélération du parachute (74, 80) pouvant être injectés dans l'unité de détermination (60).
  10. Système d'ascenseur selon l'une des revendications précédentes, caractérisé en ce que la distance critique peut être déterminée en tenant compte de la vitesse actuelle de la cabine d'ascenseur (12, 14) ainsi que du temps de réaction du système et de la décélération du frein (23, 24) associé à ladite au moins une cabine d'ascenseur (12, 14) et d'une valeur de distance de courbe de trajet (b0) prédéterminable, la valeur de distance de courbe de trajet (b0) correspondant à la distance entre la courbe de trajet d'arrêt d'urgence (94) et la courbe de trajet de parachute (91) à la vitesse zéro.
  11. Système d'ascenseur selon la revendication 10, caractérisé en ce que la distance critique peut être déterminée en tenant compte d'une distance de sécurité (a0) prédéterminable que la cabine d'ascenseur (12, 14) amenée à l'arrêt par l'arrêt d'urgence doit occuper au moins par rapport à un obstacle, une autre cabine d'ascenseur ou une extrémité de la gaine.
  12. Système d'ascenseur selon la revendication 10 ou 11, caractérisé en ce que la distance critique peut être calculée au moyen de l'unité de détermination (60), le temps de réaction du système et l'accélération de freinage du frein (23, 24) associé à ladite au moins une cabine d'ascenseur (12, 14) pouvant être injectés dans l'unité de détermination (60).
  13. Système d'ascenseur selon l'une des revendications précédentes, caractérisé en ce que le système d'ascenseur (10) comprend un système d'information de gaine (36, 38) qui est couplé au dispositif de sécurité (42).
  14. Système d'ascenseur selon la revendication 13, caractérisé en ce que le système d'information de gaine (36, 38) comprend un capteur de position qui transmet au dispositif de sécurité (42) la position d'une cabine d'ascenseur (12, 14) associée.
  15. Système d'ascenseur selon la revendication 14, caractérisé en ce qu'en plus de la position de la cabine d'ascenseur (12, 14) associée, le capteur de position transmet aussi au dispositif de sécurité (42) sa vitesse et/ou sa direction de mouvement.
  16. Système d'ascenseur selon la revendication 13, 14 ou 15, caractérisé en ce que le système d'information de gaine présente un système d'information à code-barres (36, 38).
EP05004882A 2005-03-05 2005-03-05 Système s'ascenseur Active EP1698580B1 (fr)

Priority Applications (13)

Application Number Priority Date Filing Date Title
EP05004882A EP1698580B1 (fr) 2005-03-05 2005-03-05 Système s'ascenseur
AT05004882T ATE361893T1 (de) 2005-03-05 2005-03-05 Aufzuganlage
DE502005000701T DE502005000701D1 (de) 2005-03-05 2005-03-05 Aufzuganlage
ES05004882T ES2285591T3 (es) 2005-03-05 2005-03-05 Sistema de ascensor.
BRPI0520100-4A BRPI0520100B1 (pt) 2005-03-05 2005-10-28 Lift installation
JP2007557336A JP4971199B2 (ja) 2005-03-05 2005-10-28 エレベータ設備
MX2007010789A MX2007010789A (es) 2005-03-05 2005-10-28 Sistema de elevador.
KR1020077020062A KR100905445B1 (ko) 2005-03-05 2005-10-28 엘리베이터 설비
PCT/EP2005/011540 WO2006094540A1 (fr) 2005-03-05 2005-10-28 Installation d'ascenseur
CN200580048962A CN100579884C (zh) 2005-03-05 2005-10-28 升降设备
RU2007136597/11A RU2381981C2 (ru) 2005-03-05 2005-10-28 Лифтовая установка
TW095107181A TWI296993B (en) 2005-03-05 2006-03-03 Elevator installation
US11/897,923 US7448471B2 (en) 2005-03-05 2007-08-31 Elevator installation

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP05004882A EP1698580B1 (fr) 2005-03-05 2005-03-05 Système s'ascenseur

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EP1698580A1 EP1698580A1 (fr) 2006-09-06
EP1698580B1 true EP1698580B1 (fr) 2007-05-09

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US (1) US7448471B2 (fr)
EP (1) EP1698580B1 (fr)
JP (1) JP4971199B2 (fr)
KR (1) KR100905445B1 (fr)
CN (1) CN100579884C (fr)
AT (1) ATE361893T1 (fr)
BR (1) BRPI0520100B1 (fr)
DE (1) DE502005000701D1 (fr)
ES (1) ES2285591T3 (fr)
MX (1) MX2007010789A (fr)
RU (1) RU2381981C2 (fr)
TW (1) TWI296993B (fr)
WO (1) WO2006094540A1 (fr)

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DE102017205353A1 (de) 2017-03-29 2018-10-04 Thyssenkrupp Ag Aufzuganlage mit mehreren eine Kennung aufweisenden Aufzugkabinen und Verfahren zum Betreiben einer solchen Aufzuganlage
WO2018177828A1 (fr) 2017-03-29 2018-10-04 Thyssenkrupp Elevator Ag Installation d'ascenseur comportant une pluralité de cabines d'ascenseur présentant un identifiant et procédé de fonctionnement d'une telle installation d'ascenseur
WO2024061766A1 (fr) 2022-09-23 2024-03-28 Tk Elevator Innovation And Operations Gmbh Procédé de fonctionnement d'un système d'ascenseur

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JP2008531436A (ja) 2008-08-14
MX2007010789A (es) 2007-09-26
DE502005000701D1 (de) 2007-06-21
BRPI0520100A2 (pt) 2009-04-14
WO2006094540A1 (fr) 2006-09-14
TWI296993B (en) 2008-05-21
BRPI0520100B1 (pt) 2018-01-02
RU2007136597A (ru) 2009-04-20
RU2381981C2 (ru) 2010-02-20
EP1698580A1 (fr) 2006-09-06
CN100579884C (zh) 2010-01-13
ES2285591T3 (es) 2007-11-16
KR20070106748A (ko) 2007-11-05
ATE361893T1 (de) 2007-06-15
JP4971199B2 (ja) 2012-07-11
TW200702278A (en) 2007-01-16
KR100905445B1 (ko) 2009-07-02
US20080060882A1 (en) 2008-03-13
CN101137570A (zh) 2008-03-05
US7448471B2 (en) 2008-11-11

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