EP2014600B1 - Compensation device - Google Patents

Abstract

The device has a controllable damping unit (3) for changing acceleration acting on a lift car floor (2) of a transportation unit e.g. building lift. A control unit controls the damping unit based on an operating condition of the transportation unit. The damping unit comprises an active processing device to compensate acceleration values. A measuring device determines a change of loading of the transportation unit and a signal that characterizes the operating condition. The damping unit has a damping element (4) that is provided with fluid in pipes, which communicates with each other. An independent claim is also included for a method for compensation of an acceleration value of a loadable lift car floor of a transportation unit.

Description

The invention relates to a device and a method for compensating an acceleration value of a loadable car floor of a means of transport, in particular an elevator system, wherein the means of transport has at least one drive and a car with a car floor.

In the case of vertically moving means of transport, acceleration or deceleration values (negative acceleration values) occur both during normal operation and in the event of an accident, which may have an unfavorable or even damaging effect on the persons or sensitive loads in the load receiving means.

In order to prevent a fall of a load handling device, special provisions apply, such as Directive 95/16 / EC. Based on this, an elevator on the car / load-carrying device must be equipped with a mechanical safety device to prevent an uncontrolled crash of the car, which can occur, for example, in the event of a cable break or excessive speed in the event of a system failure. With regard to the type of lift and the date of erection, standards with different delay values apply. Built elevator systems based on the TRA 200 (1992-05), i. Passenger, freight and goods lifts must be in a medium deceleration range of 0.2 g to 1.4 g and based on DIN EN 81-1 (2000-05) in a medium deceleration range of 0.2 g to 1.0 g Act. In the event of an accident, these standard value intervals generally refer to the free fall of the lift at full payload in the load handler, but not to an event in which there is no full load in the lift car of an elevator. Thus, in a nearly empty elevator (i.e., there are only light weight forces in the load handler), increasingly high deceleration values occur in a trapping event due to the mechanical design of a safety gear. the deceleration values depend on the load of the car.

Depending on the set driving profiles of an electric elevator control, disturbing deceleration and acceleration values on persons or loads transported in the car can also act in normal operating phases, which are perceived as jerks. Physically, the jerk in a translatory (linear) motion sequence defined as temporal change of the acceleration a: r = da / dt. A jerk of r> 2.5 m / s ³ is perceived as unpleasant in the transport of passengers.

From the US 5,027,924 is a method for damping vibrations of a lift car or a part thereof. For this purpose, an acceleration sensor is mounted on the car, which detects the movements of the car. Depending on the signals, a damping device is triggered, which dampens the vibrations. For this purpose, the signals of the acceleration sensor will be sent through a high-pass filter, which filters out the normal movements of the elevator system.

The JP 07-215634A describes a system for damping vibrations of a car floor, wherein vibrations are detected in the horizontal and vertical directions and suppressed by means of electromagnetic devices.

The object of the invention is to provide a means of transport which avoids excessive acceleration values during operation.

This object is achieved with a device for compensating an acceleration value of a loadable car floor of a means of transport having the features of claim 1 and with a method having the features of claim 12. Further embodiments and features are provided in the respective subclaims.

To solve this problem, a device for compensating an acceleration value of a loadable car floor of a means of transport, in particular an elevator system, proposed, wherein the means of transport has at least one drive and a car with a car floor and a damping unit. This device comprises at least one controllable, in its effect on acceleration when driving up or down the car customizable damping unit for changing an acting on the car floor (2) of the means of transport acceleration or deceleration acceleration. For the purposes of the invention lift systems are to be understood as at least façade lifts, construction hoists, passenger, goods and freight elevators, simplified goods elevators, small goods elevators, warehouse elevators, facade elevators, construction elevators with passenger transport, electrically operated passenger and freight elevators and hydraulically operated passenger and freight elevators. As well For example, the invention can be used for a lifting device such as a lifting table or a lifting platform.

The proposed solution makes it possible to adapt a damping individually to a loading state such that, with different damping, an acceleration acting on the loading can be set at least within a presettable range. This range is preferably about 0.2 g to about 1 g, regardless of the loading, according to DIN EN 81-1 (2000-05). For this purpose, the damping unit can be connected directly to the car floor, to the car ceiling or to both at the same time.

Depending on the arrangement, the damping unit can in particular be designed in such a way that it does not have to be structurally designed for the entire car and payload. Preferably, the damping unit is designed only for the maximum payload and any security surcharges, the entire car mass will not be affected. For this purpose, the damping unit is arranged according to an embodiment within the car.

In the states of motion of the elevator installation, ie during start-up, during braking, in the event of an accident and during a standstill of the elevator, according to one embodiment, an electronic control unit is supplied with a signal which is related to the acceleration value of the car floor. When starting from a standstill, such as at a landing level, positive acceleration values are initiated by the drive of an elevator system for ascending or descending travel, whereby the car and the car floor are accelerated. When braking the elevator, such as in front of a landing in an up or down movement and during a catch event in case of accident on the car and car floor negative acceleration values act. To determine a linear acceleration of car and car floor, for example, sensors based on capacitive or piezoresistive measuring principles can be used. By arranging a plurality of sensors in different angular positions, multi-dimensional movement processes can be detected, which can occur in the event of uneven loading of the car floor. To determine a signal which is associated with a difference between an acceleration value of the car and the car floor, in one embodiment, a first acceleration sensor on the car and a second engages Acceleration sensor on the car floor. With a differential evaluation element, a difference signal is determined from the two signals. The differential evaluation element can be realized, for example, with operational amplifiers, counter-coupled differential amplifiers or switched capacitors, eg a switched-capacitor technique.

In addition to the acceleration values, the mass of the car floor floor varies due to different loads. To determine a signal which is related to the mass of the car floor, in a first embodiment, a weighing device engages below the car floor on the car floor. Advantageously, the weighing device consists of a bending rod load cell. Alternatively, pressure load load cells, platform load cells, or other types of mass sensors may be used. In a second embodiment, a load cell is arranged between the car and the car floor above the car floor. A third possibility provides corresponding sensors on a ceiling.

In an advantageous embodiment, a transmitter allows transmission of the detected signals via a fieldbus. Operating states are transmitted directly to a control unit via the fieldbus. In the control unit, a status signal is generated with an algorithm from the difference signal and the third signal dependent on frequency and amplitude with a control algorithm specific to the system. In the control unit, a frequency analysis of the detected signals takes place. By means of variable filters, for example, high-frequency and low-frequency frequency components can be masked out before the signals are further evaluated by means of algorithms.

A particularly advantageous embodiment provides that for the compensation of an acceleration value of the car floor based on an acceleration of the car floor and a mass of the car floor a short-term and defined tensile or pressure damping of the car floor by means of a damping unit. In an alternative embodiment, an attenuation is based on an acceleration difference between the car and the car floor and a mass of the car floor.

The damping unit may comprise one or more devices which are coupled to each other, for example. A device can be active or passive. An active one Device is in particular a traversing device which realizes a method between the car floor and the car relative to each other by actuation of one or more force-bearing elements, for. As motors, actuators or the like. In particular, a passive device has a reactivity in contrast to the action capability of the active device. By means of the reactivity, the externally impressed acceleration is changed by the device's inherent, adjustable properties. The damping unit may comprise one or more passive as well as active devices. These can be activated together at the same time, as well as being used differently at different times.

A damping unit has, for example, at least one individually controllable damping element acting on the car floor, which is controlled via a control unit. According to a first embodiment, the damping unit is arranged below the car floor. A further embodiment provides additionally or alternatively that a damping unit which acts on the car floor, is arranged above the car floor. The damping unit may be arranged flat and individually as an array of damping elements or an array of damping elements.

In a further embodiment, a short-term and defined lowering or raising of the car floor from a normal position takes place alternatively or additionally. A lowering is carried out in an upward drive when starting or when driving down when braking. An increase is initiated when driving upwards during braking, when driving uphill when starting or in the event of an accident. A movement of the car floor relative to the car can be carried out, for example, with a controlled linear motor active or other displacement elements quasi passive. Thus, a higher ride comfort in the operation of an elevator system both during normal operation and when operating with high acceleration and deceleration values of the car for a quick start and braking of the car from high speeds can be achieved, the acceleration and deceleration values of the car floor compensated or reduced.

A further embodiment provides that for compensation of an acceleration value in the event of an accident in which the car hits the floor or the ceiling of an elevator shaft, a damping unit outside the car, i. is arranged on the floor or on the ceiling of the elevator shaft. It is necessary that the damping unit has a correspondingly high dimensions for the car including payload.

The damping properties of controllable, activatable damping elements can be regulated in a further embodiment based on mechanical, electrical, hydraulic, pneumatic, motor and electromagnetic principles or combinations thereof. For example, a first embodiment of an adjustable damping element can be realized with an electromagnetic seat valve with an axially movable valve body in a gap guide. The opening of the valve can be done by means of a magnetic force and the closing of the valve by means of a spring force. An advantage of this embodiment is that low electrical power is needed.

A damping unit may consist of a plurality of damping elements of the same configuration or different configurations. In the case of an always identical weight distribution pattern on the car floor, it is particularly advantageous to interconnect damping elements in one or more distribution-matched arrays, which can thereby be controlled identically, instead of controlling each damping element individually. An always identical weight distribution pattern can be present, for example, in the case of containers guided on rails or in the case of transported goods which are always fixed to a same position on the car floor.

In a particularly advantageous embodiment of a damping element, magnetorheological or electrorheological effects of a change in viscosity are used for a variation of a damping property. In another embodiment, damping elements consist of fluids in communicating tubes. A further development provides that in addition to active damping elements in addition passive damping elements are arranged below the car floor, which cause a permanent damping. These passive damping elements may consist of passive mechanical, hydraulic, hydro-pneumatic shock absorbers as well as damping intermediate layers or combinations thereof. For example, there is an embodiment of such a damping unit of electrorheological damping elements, which are arranged parallel to a passive damping material made of an elastomer. When using non-lockable damping elements, the car floor is flush-controlled back to a normal position and locked there at a floor stop, whereby further movement of the car floor relative to the car is prevented.

Fig. 1

zeigt schematisch einen Fahrkorb einer Aufzugsanlage mit einem Fahrkorbfußbo- den,

Fig. 2

zeigt schematisch eine erste Ausgestaltung einer ansteuerbaren Dämpfungsein- heit,

Fig. 3

zeigt schematisch eine erste Ausgestaltung eines ansteuerbaren Dämpfungsele- mentes,

Fig. 4

zeigt schematisch eine zweite Ausgestaltung des ansteuerbaren Dämpfungsele- mentes aus Fig. 3,

Fig. 5

zeigt schematisch eine dritte Ausgestaltung des Dämpfungselementes aus Fig. 3,

Fig. 6

zeigt eine Arretiervorrichtung für einen Fahrkorbfußboden und

Fig. 7

zeigt beispielhaft einen möglichen Verfahrensablauf zur Kompensation eines Be- schleunigungswertes.

Further embodiments and features can be taken from the following drawings. However, these are not to be construed restrictively. Rather, one or more features of one or more figures can be combined with each other as well as with each other, in particular with features of the above description. In the figures, the same reference numerals are used, provided identical or similar components or signals can be designated. They show in detail:

Fig. 1

shows schematically a car of an elevator installation with a car floor,

Fig. 2

shows schematically a first embodiment of a controllable damping unit,

Fig. 3

shows schematically a first embodiment of a controllable damping element,

Fig. 4

schematically shows a second embodiment of the controllable damping element from Fig. 3 .

Fig. 5

schematically shows a third embodiment of the damping element Fig. 3 .

Fig. 6

shows a locking device for a car floor and

Fig. 7

shows by way of example a possible method sequence for compensation of an acceleration value.

Fig. 1 schematically shows a car 1 an elevator system with a car floor 2 and arranged below the car floor 2 controllable acting on the car floor 2 damping unit 3, which consists of controllable damping elements 4. For simplicity, drive elements for the damping unit are not shown.

Fig. 2 schematically shows a first embodiment of a controllable damping unit 3, which consists of several below the car floor 2 from Fig. 1 arranged damping elements 4 is arranged, which are arranged on a floor of the car 1. Here, the controllable damping elements 4 are arranged areally as an array, wherein the individual damping elements 4 are connected to signal lines 5. The signal lines 5 are used to control the damping elements 4. The damping unit 3 consists of several damping elements 4 with the same configuration. The damping elements 4 can act in the vertical direction individually or in groups or in their entirety as variably controllable arrays. Additional damping of the car floor can be supported if necessary, for example by means of mechanical damping elements. The mechanical damping elements may include, for example spring, hydraulic and / or plastic elements.

Fig. 3 schematically shows a first embodiment of a controllable damping element 4 according to a voice coil principle, which preferably has a piston / cylinder assembly 6, wherein the Kofben / Cytinderanordnung 6 has a magnetic core 7 with a first exciter coil 8. Depending on an application of the first exciting coil 8 with a first exciting current 9, the magnetic field of the magnetic core 7 can be regulated. A magnet armature 10 has a second exciting coil 11 for a second exciting current 12, with which the magnetic field of the armature 10 is controllable. Depending on the magnetic fields of the magnetic core 7 and armature 10, the magnetic core 7 is immersed in the magnet armature 10, which enables control of a damping force of the damping element 4. Alternatively, the armature 10 may consist of a permanent magnet, whereby a lower power consumption is achieved.

Fig. 4 schematically shows a second embodiment of a controllable damping element 14, which preferably has a piston / cylinder assembly 6 and a hydraulic fluid 13 with electrorheological properties. At two electrodes 15, an electrical voltage is applied via leads 16, which is an electrical Field in the hydraulic fluid 13 causes. The electric field causes a reversible change in viscosity of the electrorheological hydraulic fluid 13, whereby the damping element 4 is driven. A change in viscosity preferably takes place within a few milliseconds.

Fig. 5 schematically shows a third embodiment of a damping element 4, which consists of a series connection of the damping element 4 from Fig. 3 and the damping element 14 Fig. 4 consists. Here is between the damping element 4 off Fig. 3 and the damping element 14 Fig. 4 an intermediate plane 18 is arranged. A parallel connection of damping elements is also conceivable.

Fig. 6 shows a locking device which is used for a car floor 2 at a floor stop. Here, the car floor 2 has a recess which can receive a locking element 19. The locking element 19 consists of one or more bolts. Other shapes such as a plate are also conceivable. Upon detection of a position of a car 1 at a floor stop, a position sensor 20 outputs a binary output signal 21. An actuator 22 moves the locking member 19 in response to a control signal 23 in the recess of the car floor 2, whereby further movement of the car floor 2 is prevented.

Fig. 7 shows by way of example a possible method sequence for compensating an acceleration value of a loadable car floor 2 of an elevator installation. The car floor 2 is loaded with a person 24 and luggage 25. For clarification of signal curves are recesses in a car on the car 1. With a first measuring unit 26 which acts on the car 1, a first signal 27 is detected, which characterizes an acceleration of the car 1. With a second measuring unit 28, which acts on the car floor 2, a second signal 29 is detected, which characterizes an acceleration of the car floor 2. By means of a third measuring unit 30, which acts on the car floor 2, a third signal 31 is detected, which characterizes a mass of the person 24 and luggage 25 laden car floor 2. With a position sensor 32, a fourth signal 33 is detected, which characterizes a position of a car 1. The first signal 27 and the second signal 29 are recorded in a differential evaluation element 34, which generates a difference signal 35. In a control unit 36 with a control algorithm from the difference signal 35 and the third signal 31 is a status signal 37 generated. Via an elevator control interface 38, elevator control data 39 is transmitted to a gate module 40. In the gate module 40, a gate module signal 41 is generated from the fourth signal 33 and the elevator control data 39. In a signal comparator 42, the gate module signal 41 and the status signal 37 are evaluated and a first attenuation control signal 43 and second attenuation control signal 44 are generated. On the basis of the first damping control signal 43, a voltage source 46 is driven by a first control amplifier 45. A voltage of the voltage source 46 drives a first damping element 4. Based on the second damping control signal 44, a current source 48 is driven with a second control amplifier 47. With a field current 9 of the current source 48, a second damping element 14 is driven. In a locking module 49, a locking signal 50 is generated from the gate module signal 41 and the status signal 37 at a floor stop of the car, which locking of the car floor 2 by means of an actuator 22 initiated. For a locking pin 19 is moved into a recess in the car floor 2.

Via an interface, all signals occurring during the driving operation, preferably relevant at least for the operation of the damping unit, can be transmitted for remote monitoring. This can be done via a wireless or wired. For inspections, according to a further development, the signals can be stored. The storage can take place at the elevator system itself or else, for example, in a connected remote control room. At a later time, the possibly necessary transmission of the signals and their evaluation can take place via the interface. This allows an adaptation of control and / or regulating members or components of damping units, in particular taking into account changes in the behavior of the device, e.g. due to wear, aging or other influences. This can also be connected to an error monitor. Preferably, the device is equipped with a self-monitoring, which checks individual components and processes and detects errors automatically and displays or optionally ensures a safety shutdown of the elevator.

Claims (22)

1. Device for compensating for an acceleration value of a loadable lift cage floor (2) of a transportation means, in particular a lift system, the transportation means having at least one drive as well as a lift cage (1) with the lift cage floor (2), including a damping unit, characterised in that the device has at least one controllable damping unit (3) for varying a starting or braking acceleration acting on the lift cage floor (2) of the transportation means, the action of which damping unit on an acceleration during upwards or downwards travel of the lift cage can be adjusted.
2. Device according to Claim 1, characterised in that the device has at least one damping unit (3) which can be controlled on the basis of an operating condition of the transportation means.
3. Device according to Claim 1 or 2, characterised in that the damping unit (3) has an active travel device for compensating for the acceleration value.
4. Device according to one of the preceding claims, characterised in that the device has at least one measurement device for acquiring at least one signal which characterises the operating condition of the transportation means.
5. Device according to one of the preceding claims, characterised in that a measurement device for determining a variation in the loading of the transportation means is provided.
6. Device according to one of the preceding claims, characterised in that the device has a control system, preferably a control unit (36), which controls at least the damping unit (3) depending on the operating condition of the transportation means.
7. Device according to one of the preceding claims, characterised in that the damping unit (3) has at least one individually controllable damping element (4) acting on the lift cage floor (2).
8. Device according to one of the preceding claims, characterised in that a controllable damping unit (3) has at least one damping element (4).
9. Device according to one of the preceding claims, characterised in that the damping unit (3) is configured singly and/or as an array of damping elements (4) in a flat arrangement.
10. Device according to one of the preceding claims, characterised in that the damping elements (4) have fluids inside pipes communicating with each other.
11. Device according to one of the preceding claims, characterised in that the damping unit (3) acts above and/or below the lift cage (2).
12. Method for compensating for an acceleration value of a loadable lift cage floor (2) of a transportation means, in particular a lift system, by means of a damping unit, the transportation means having at least one drive as well as a lift cage (2) with the lift cage floor (2), characterised in that, depending on loading of the transportation means, the damping unit (3) acting on the lift cage floor (2) is adjusted with regards to its action on a starting or braking acceleration during upwards or downwards travel.
13. Method according to Claim 12, characterised in that, depending on at least one acceleration of the lift cage floor (2), at least one damping unit (3) acting on the lift cage floor (2) is adjusted.
14. Method according to Claim 12 or 13, characterised in that at least one first signal (35) which characterises an acceleration of the lift cage floor (1) is determined, and also a second signal (31) which characterises the loading of the lift cage floor (2) is determined.
15. Method according to one of Claims 12 to 14, characterised in that, depending on the first signal (35), at least one damping element (4) of the damping unit (3) is individually controlled.
16. Method according to one of Claims 12 to 15, characterised in that, during stoppage, the lift cage floor (2) is brought into a normal position and is fixed there by means of at least one locking element (19).
17. Method according to one of Claims 12 to 16, characterised in that control data (39) of the transportation means as well as operating conditions are transmitted via an interface.
18. Method according to one of Claims 12 to 17, characterised in that at least one damping element (4) of the damping unit (3) is activated in combination with a brake acting on the lift cage (1).
19. Method according to one of Claims 12 to 18, characterised in that the first signal (35) characterises an acceleration difference between lift cage (1) and lift cage floor (2).
20. Method according to one of Claims 12 to 19, characterised in that the loading of the lift cage (1) is determined before or during starting or braking thereof and, in a manner adapted to the loading, a compensation of the acceleration takes place by means of active travel of the lift cage floor (2).
21. Method according to Claim 20, characterised in that, during starting of the lift cage (1) in an upwards direction, during braking in a downwards direction and/or in the case of a breakdown, the lift cage floor (2) is lowered by a defined amount.
22. Method according to Claim 20 or 21, characterised in that, during starting in a downwards direction or during braking in an upwards direction of the lift cage (1), the lift cage floor (2) is raised by a defined amount.

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