EP2014600B1 - Dispositif de compensation - Google Patents

Dispositif de compensation Download PDF

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Publication number
EP2014600B1
EP2014600B1 EP08008732A EP08008732A EP2014600B1 EP 2014600 B1 EP2014600 B1 EP 2014600B1 EP 08008732 A EP08008732 A EP 08008732A EP 08008732 A EP08008732 A EP 08008732A EP 2014600 B1 EP2014600 B1 EP 2014600B1
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EP
European Patent Office
Prior art keywords
lift cage
damping
damping unit
acceleration
floor
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
EP08008732A
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German (de)
English (en)
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EP2014600A1 (fr
Inventor
Hans Ryser
Jochen Reinders
Bernd Bochow
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.)
TUEV Rheinland Industrie Service GmbH
Original Assignee
TUEV Rheinland Industrie Service 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.)
Filing date
Publication date
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Publication of EP2014600A1 publication Critical patent/EP2014600A1/fr
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Publication of EP2014600B1 publication Critical patent/EP2014600B1/fr
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Classifications

    • 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
    • B66B11/02—Cages, i.e. cars
    • B66B11/0226—Constructional features, e.g. walls assembly, decorative panels, comfort equipment, thermal or sound insulation

Definitions

  • 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.
  • acceleration or deceleration 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.
  • 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.
  • 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.
  • 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.
  • 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).
  • the damping unit can be connected directly to the car floor, to the car ceiling or to both at the same time.
  • 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.
  • the damping unit is designed only for the maximum payload and any security surcharges, the entire car mass will not be affected.
  • the damping unit is arranged according to an embodiment within the car.
  • an electronic control unit is supplied with a signal which is related to the acceleration value of the car floor.
  • 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.
  • 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.
  • sensors based on capacitive or piezoresistive measuring principles can be used.
  • a first acceleration sensor on the car and a second engages Acceleration sensor on the car floor.
  • 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.
  • a weighing device engages below the car floor on the car floor.
  • the weighing device consists of a bending rod load cell.
  • pressure load load cells, platform load cells, or other types of mass sensors may be used.
  • a load cell is arranged between the car and the car floor above the car floor.
  • a transmitter allows transmission of the detected signals via a fieldbus. Operating states are transmitted directly to a control unit via the fieldbus.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • controllable, activatable damping elements can be regulated in a further embodiment based on mechanical, electrical, hydraulic, pneumatic, motor and electromagnetic principles or combinations thereof.
  • 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.
  • 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.
  • damping elements consist of fluids in communicating tubes.
  • passive damping elements are arranged below the car floor, which cause a permanent damping.
  • passive damping elements may consist of passive mechanical, hydraulic, hydro-pneumatic shock absorbers as well as damping intermediate layers or combinations thereof.
  • damping unit of electrorheological damping elements which are arranged parallel to a passive damping material made of an elastomer.
  • 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.
  • damping unit 3 which consists of controllable damping elements 4.
  • 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.
  • 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 / Cytinderan extract 6 has a magnetic core 7 with a first exciter coil 8.
  • 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.
  • the magnetic core 7 is immersed in the magnet armature 10, which enables control of a damping force of the damping element 4.
  • 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.
  • a controllable damping element 14 which preferably has a piston / cylinder assembly 6 and a hydraulic fluid 13 with electrorheological properties.
  • 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.
  • 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.
  • an intermediate plane 18 is arranged between the damping element 4 off Fig. 3 and the damping element 14 Fig. 4 .
  • 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.
  • 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.
  • a position sensor 20 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.
  • signal curves are recesses in a car on the car 1.
  • 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.
  • 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.
  • 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.
  • 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.
  • a control unit 36 with a control algorithm from the difference signal 35 and the third signal 31 is a status signal 37 generated.
  • a gate module 40 Via an elevator control interface 38, elevator control data 39 is transmitted to a gate module 40.
  • a gate module signal 41 is generated from the fourth signal 33 and the elevator control data 39.
  • 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.
  • 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.
  • 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.
  • 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.
  • all signals occurring during the driving operation can be transmitted for remote monitoring.
  • This can be done via a wireless or wired.
  • 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.
  • 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.
  • 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.

Landscapes

  • Engineering & Computer Science (AREA)
  • Civil Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Structural Engineering (AREA)
  • Cage And Drive Apparatuses For Elevators (AREA)
  • Elevator Control (AREA)
  • Polarising Elements (AREA)
  • Vehicle Body Suspensions (AREA)

Claims (22)

  1. Dispositif de compensation d'une valeur d'accélération d'un plancher de cabine (2) chargeable d'un moyen de transport, en particulier d'un ensemble d'ascenseur, dans lequel le moyen de transport présente au moins un dispositif d'entraînement ainsi qu'une cabine (1) avec le plancher de cabine (2), avec une unité d'amortissement,
    caractérisé en ce que le dispositif présente au moins une unité d'amortissement (3) pilotable, réglable en termes d'action sur une accélération en montée ou en descente de la cabine, en vue de modifier une accélération de démarrage ou de freinage agissant sur le plancher de cabine (2) du moyen de transport.
  2. Dispositif selon la revendication 1, caractérisé en ce que le dispositif présente au moins une unité d'amortissement (3) pilotable sur la base d'un état opérationnel du moyen de transport.
  3. Dispositif selon la revendication 1 ou 2, caractérisé en ce que l'unité d'amortissement (3) présente un dispositif de déplacement actif pour compenser la valeur d'accélération.
  4. Dispositif selon l'une quelconque des revendications précédentes, caractérisé en ce que le dispositif présente au moins un dispositif de mesure pour détecter au moins un signal caractérisant l'état opérationnel du moyen de transport.
  5. Dispositif selon l'une quelconque des revendications précédentes, caractérisé en ce qu'un dispositif de mesure est prévu pour déterminer une modification de la charge du moyen de transport.
  6. Dispositif selon l'une quelconque des revendications précédentes, caractérisé en ce que le dispositif présente une commande, de préférence une unité de régulation (36), pilotant au moins l'unité d'amortissement (3) en fonction de l'état opérationnel du moyen de transport.
  7. Dispositif selon l'une quelconque des revendications précédentes, caractérisé en ce que l'unité d'amortissement (3) présente au moins un élément d'amortissement (4) individuellement pilotable, agissant sur le plancher de cabine (2).
  8. Dispositif selon l'une quelconque des revendications précédentes, caractérisé en ce qu'une unité d'amortissement pilotable (3) présente au moins un élément d'amortissement (4).
  9. Dispositif selon l'une quelconque des revendications précédentes, caractérisé en ce que l'unité d'amortissement (3) est disposée individuellement et/ou en nappe sous la forme d'un réseau d'éléments d'amortissement (4).
  10. Dispositif selon l'une quelconque des revendications précédentes, caractérisé en ce que les éléments d'amortissement (4) présentent des fluides dans des tuyaux en communication les uns avec les autres.
  11. Dispositif selon l'une quelconque des revendications précédentes, caractérisé en ce que l'unité d'amortissement (3) agit au-dessus et/ou au-dessous de la cabine (2).
  12. Procédé de compensation d'une valeur d'accélération d'un plancher de cabine (2) chargeable d'un moyen de transport au moyen d'une unité d'amortissement, en particulier d'un ensemble d'ascenseur, présentant au moins un dispositif d'entraînement ainsi qu'une cabine (2) avec le plancher de cabine (2),
    caractérisé en ce qu'en fonction d'une charge du moyen de transport, l'unité d'amortissement (3) agissant sur le plancher de cabine (2) est réglée en termes d'action sur une accélération de démarrage ou de freinage en montée ou en descente.
  13. Procédé selon la revendication 12, caractérisé en ce qu'en fonction d'au moins une accélération du plancher de cabine (2) au moins une unité d'amortissement (3) agissant sur le plancher de cabine (2) est réglée.
  14. Procédé selon la revendication 12 ou 13, caractérisé en ce qu'au moins un premier signal (35) est déterminé qui caractérise une accélération du plancher de cabine (1), ainsi qu'un deuxième signal (31) est déterminé qui caractérise la charge du plancher de cabine (2).
  15. Procédé selon l'une quelconque des revendications 12 à 14, caractérisé en ce qu'en fonction du premier signal (35) au moins un élément d'amortissement (4) de l'unité d'amortissement (3) est piloté individuellement.
  16. Procédé selon l'une quelconque des revendications 12 à 15, caractérisé en ce qu'en cas d'arrêt, le plancher de cabine (2) est commandé vers une position normale et fixé au moyen d'au moins un élément d'arrêt (19).
  17. Procédé selon l'une quelconque des revendications 12 à 16, caractérisé en ce que des données de commande (39) du moyen de transport ainsi que des états opérationnels sont transmis par une interface.
  18. Procédé selon l'une quelconque des revendications 12 à 17, caractérisé en ce qu'au moins un élément d'amortissement (4) de l'unité d'amortissement (3) est actionné en combinaison avec un frein agissant sur la cabine (1).
  19. Procédé selon l'une quelconque des revendications 12 à 18, caractérisé en ce que le premier signal (35) caractérise une différence d'accélération entre la cabine (1) et le plancher de cabine (2).
  20. Procédé selon l'une quelconque des revendications 12 à 19, caractérisé en ce qu'avant ou pendant un démarrage ou un freinage de la cabine (1) la charge de celle-ci est déterminée, et une compensation d'une accélération est effectuée par un déplacement actif du plancher de cabine (2), en fonction de la charge.
  21. Procédé selon la revendication 20, caractérisé en ce qu'au démarrage de la cabine (1) dans la direction montante, en cas de freinage lors d'une descente et/ou en cas de panne, le plancher de cabine (2) est abaissé de façon définie.
  22. Procédé selon la revendication 20 ou 21, caractérisé en ce qu'au démarrage dans une descente ou en cas de freinage lors d'une montée de la cabine (1), le plancher de cabine (2) est relevé de façon définie.
EP08008732A 2007-05-31 2008-05-09 Dispositif de compensation Active EP2014600B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102007025545A DE102007025545A1 (de) 2007-05-31 2007-05-31 Kompensationseinrichtung

Related Parent Applications (1)

Application Number Title Priority Date Filing Date
DE102007025545 Previously-Filed-Application 2007-05-31

Publications (2)

Publication Number Publication Date
EP2014600A1 EP2014600A1 (fr) 2009-01-14
EP2014600B1 true EP2014600B1 (fr) 2010-08-18

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EP08008732A Active EP2014600B1 (fr) 2007-05-31 2008-05-09 Dispositif de compensation

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EP (1) EP2014600B1 (fr)
AT (1) ATE478029T1 (fr)
DE (2) DE102007025545A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108328452A (zh) * 2018-03-30 2018-07-27 迅立达智能装备制造科技有限公司 一种用于电梯塔的电梯防坠落装置
KR20230111204A (ko) * 2020-11-30 2023-07-25 인벤티오 아게 리프트 카용 플로어 및 리프트 카의 설치 방법
CN114455408B (zh) * 2022-01-21 2023-07-28 江苏海菱机电设备工程有限公司 一种电梯装潢后轿厢重量检测装置

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1291876B (de) * 1965-10-01 1969-04-03 Stahl R Fa Federnde Lagerung einer Aufzugskabine
ES2040955T3 (es) 1988-09-15 1993-11-01 Karl Gutmann Kg Puesto de trabajo de caja registradora con una plataforma inclinada desplazable sobre ruedas para la entrega de los articulos registrados.
FI884380A (fi) * 1988-09-23 1990-03-24 Kone Oy Foerfarande och anordning foer daempandet av vibrationer i en hisskorg.
JPH07215634A (ja) 1994-02-03 1995-08-15 Hitachi Ltd エレベーターかご室床の浮上装置
FR2723362B1 (fr) * 1994-08-03 1996-09-27 Otis Elevator Co Plate-forme de cabine d'ascenseur a plusieurs fonctions integrees.
US5771995A (en) * 1995-11-29 1998-06-30 Otis Elevator Company Locking elevator car frame to building during loading/unloading horizontally moveable cab
JPH09151064A (ja) * 1995-12-04 1997-06-10 Otis Elevator Co ロープ式エレベーター
JPH10245178A (ja) * 1997-03-06 1998-09-14 Toshiba Corp エレベータかごの振動防止装置
JP4937446B2 (ja) * 1999-12-21 2012-05-23 オーチス エレベータ カンパニー 加速緩和システム、エレベータシステムおよびエレベータかご室フロアシステム
JP4413505B2 (ja) * 2002-03-07 2010-02-10 インベンテイオ・アクテイエンゲゼルシヤフト エレベータケージの振動を減衰させるための装置
AU2003218090A1 (en) * 2003-03-12 2004-10-11 Otis Elevator Company Active elevator car balance system

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Publication number Publication date
EP2014600A1 (fr) 2009-01-14
DE502008001142D1 (de) 2010-09-30
DE102007025545A1 (de) 2008-12-04
ATE478029T1 (de) 2010-09-15

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