EP2189410B1 - Überwachungssystem für ein Aufzug - Google Patents

Überwachungssystem für ein Aufzug Download PDF

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Publication number
EP2189410B1
EP2189410B1 EP09177340.8A EP09177340A EP2189410B1 EP 2189410 B1 EP2189410 B1 EP 2189410B1 EP 09177340 A EP09177340 A EP 09177340A EP 2189410 B1 EP2189410 B1 EP 2189410B1
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EP
European Patent Office
Prior art keywords
car
safety
signal
elevator
emergency stop
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.)
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Application number
EP09177340.8A
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English (en)
French (fr)
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EP2189410A1 (de
Inventor
Philipp Angst
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Inventio AG
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Inventio AG
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Priority to EP09177340.8A priority Critical patent/EP2189410B1/de
Priority to SI200531814T priority patent/SI2189410T1/sl
Priority to PL09177340T priority patent/PL2189410T3/pl
Publication of EP2189410A1 publication Critical patent/EP2189410A1/de
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Publication of EP2189410B1 publication Critical patent/EP2189410B1/de
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    • 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
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • 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

Definitions

  • the present invention relates to an elevator supervision method and system which greatly simplify the components used in and the architecture of the safety chain but yet enhance the operating performance of an elevator.
  • This objective is achieved by providing a method and system for supervising the safety of an elevator having a car driven by driving means in accordance with the appended claims wherein a travel parameter of the car is sensed and continually compared with a similarly sensed travel parameter of the driving means. If the comparison shows a large deviation between the two parameters, an emergency stop is initiated. Otherwise one of the travel parameters is output as a verified signal. The verified signal is then compared with predetermined permitted values. If it lies outside the permitted range then an emergency stop is initiated.
  • the travel parameters sensed for the car and the driving means can be one of the following physical quantities; position, speed or acceleration.
  • verified signal Since the verified signal is derived from the comparison of signals from two independent sensor systems, it satisfies current safety regulations.
  • the two independent sensor systems monitor different parameters, there is an increased functionality; for example the method and system can easily determine deviations between the operation of the driving means and the travel of the car and initiate a safe reaction if appropriate.
  • the travel parameter of the car can be sensed by mounting a sensor on the car or, if an existing installation is to be modernised, the travel parameter of the car can be sensed by mounting a sensor on an overspeed governor.
  • the current invention uses a registry of permitted values so that the overspeed value could be dependent on the position of the car within an elevator shaft for example.
  • the deceleration of the car is monitored immediately after every emergency stop. If the deceleration is below a specific value, safety gear mounted on the car is activated to bring the car to a halt. In the conventional system, the safety gear is only activated at the predetermined overspeed value. So, for example, if the traction rope of an elevator installation were to break, the conventional system would release the safety gear to halt the car only after it has reached the relatively high overspeed limit. Understandably this frictional breaking the car against the guide rail by means of the safety gear at such high speeds can cause serious deterioration of the guide rails and more importantly exert a very uncomfortable impact on any passengers riding in the car.
  • Fig. 1 illustrates an elevator installation according to a first embodiment of the invention.
  • the installation comprises a car 2 movable vertically along guide rails (not shown) arranged within a hoistway 4.
  • the car 2 is interconnected with a counterweight 8 by a rope or belt 10 which is supported and driven by a traction sheave 16 mounted on an output shaft of a motor 12.
  • the motor 12 and thereby the movement of the car 4 is controlled by an elevator controller 11.
  • Passengers are delivered to their desired floors through landing doors 6 installed at regular intervals along the hoistway 4.
  • the traction sheave 16, motor 12 and controller 11 can be mounted in a separate machine room located above the hoistway 4 or alternatively within an upper region of the hoistway 4.
  • the position of the car 4 within the shaft 4 is of vital importance to the controller 11.
  • equipment for producing shaft information is necessary.
  • such equipment consists of an absolute position encoder 18 mounted on the car 4 which is in continual driving engagement with a toothed belt 20 tensioned over the entire shaft height.
  • a magnet 24 is mounted at each landing level of the shaft 4 principally for calibration purposes.
  • the magnets 24 activate a magnetic detector 22 mounted on the car 4 and thereby the corresponding positions recorded by the absolute position encoder 18 are registered as landing door 6 positions for the installation. As the building settles, the magnets 24 and the magnetic detector 22 are used to readjust these registered positions accordingly. All non-safety-relevant shaft information required by the controller 11 can then be derived directly from the absolute position encoder 18.
  • a conventional installation would further include an overspeed governor to mechanically actuate safety gear 28 attached to the car 4 if the car 4 travels above a predetermined speed. As is apparent from Fig. 1 , this is not included in the present embodiment. Instead, an incremental pulse generator 26 is provided on the traction sheave 26 to continually detect the speed of the traction sheave. Alternatively the incremental pulse generator 26 could be mounted on the shaft of the motor 12. Indeed many motors 12 used in these elevator applications already incorporate an incremental pulse generator 26 to feedback speed and rotor position information to a frequency converter powering the motor 12. The incremental pulse generator 26 provides accurate information on the rotation of the traction sheave 16. A pulse is generated every time the traction sheave 16 moves through a certain angle, and accordingly the frequency of the pulses provides a precise indication of the rotational speed of the traction sheave 12.
  • the principle behind the present embodiment is to use the incremental pulse generator 26, absolute position encoder 18 and magnetic detector 22 (the three independent, single-channel sensor systems) to provide all the required shaft information, not just the non-safety-relevant shaft information.
  • the signals derived from the three independent, single-channel sensor systems 18, 22 and 26 are initially supplied to a data verification unit 30. Therein the signals from the incremental pulse generator 26 and the absolute position encoder 18 are submitted to a consistency examination in modules 32 to ensure that they are not erratic. If either of the signals is determined to be erratic, then the corresponding module 32 initiates an emergency stop by de-energizing the motor 12 and actuating a brake 14 connected to the motor 12. The module 32 may also provide an error signal to indicate that the sensor it is examining is faulty.
  • a position comparator 34 receives as its inputs the positional signal X SM from the magnetic detector 22 and an examined position signal X ABS derived from the absolute position encoder 18. Furthermore, the examined speed signal X' IG derived from the incremental pulse generator 26 is fed through an integrator 33 and the resulting signal X IG is also input to the position comparator 34.
  • the position signal X IG derived from the incremental pulse generator 26 and the position signal X ABS from the absolute position encoder 18 are calibrated against the positional signal X SM from the magnetic detector 22.
  • the main difference between the incremental pulse generator 26 and the absolute position encoder 18 is that whereas the incremental pulse generator 26 produces a standard pulse on every increment, the absolute position encoder 18 produces a specific, unique bit pattern for every angle increment. This "absolute" value does not require a reference procedure as with the incremental pulse generator 26.
  • the shaft magnets 24 and the magnetic detector 22 are used to readjust the registered landing door 6 positions as recorded by the absolute position encoder 18, once the building has settled it will be understood that the absolute position encoder 18 knows all door positions with a high degree of accurately and no further calibration with the magnetic detector 22 is therefore required.
  • the incremental pulse generator 26 requires continual calibration with the magnetic detector 22 because the magnetic detector 22 indicates car position whereas the signal from incremental pulse generator 26 is used to indicate traction sheave position and any slippage of the rope or band 10 in the traction sheave 16 will automatically throw the incremental pulse generator 26 out of calibration with the actual car position. This calibration is carried out in the position comparator 34 each time the magnetic detector 22 on the car 4 senses a shaft magnet 24.
  • the main purpose of the position comparator 34 is to continually compare the position signal X IG derived from the incremental pulse generator 26 with the corresponding position signal X ABS from the absolute position encoder 18. If the two signals differ by for example one percent or more of the entire shaft height HQ, then an emergency stop is initiated by de-energizing the motor 12 and actuating the brake 14. In some rare instances, for example if the rope 10 has broken, this emergency stop will not be sufficient to stop the car 4. In such situations the position comparator 34 monitors acceleration signals X" IG and X" ABS derived by feeding the signals from the incremental pulse generator 26 and the absolute position encoder 18 through differentiators 35.to ensure that the car 2 decelerates by at least 0.7 m/s 2 .
  • the position comparator 34 electrically triggers the release of the safety gear 28 (shown in Fig. 1 ) mounted on the car 2 so that it frictionally engages with the guide rails and thereby brings the car 4 to a halt.
  • the electrical release of elevator safety gear is well known in the art as exemplified in EP-B1-0508403 and EP-B1-1088782 .
  • the safety-relevant position signal X is used to supervise the safety of the elevator, it will be appreciated that the signal X can be, and is, used additionally to provide the controller 11 with the required hoistway information.
  • the data verification unit 30 also includes a speed comparator 36 wherein the examined speed signal X' IG derived from the incremental pulse generator 26 is taken as an input.
  • the examined signal from the absolute position encoder 18 is fed through a differentiator 35 to provide a further input X' ABS representing speed.
  • the two speed values X' IG and X' ABS are continually compared with each other in the speed comparator 36 and should they deviate by more than five percent an emergency stop is initiated by de-energizing the motor 12 and actuating the brake 14. At approximately two seconds after initiating the emergency stop, the speed comparator 36 releases the safety gear 28.
  • the safety-relevant speed signal X' can be fed to the controller 11 to provide the required hoistway information as well as being used to supervise the safety of the elevator.
  • the signal X SM from the magnetic detector 22 is fed into a safety supervisory unit 38 together with the safety-relevant position signal X from the position comparator 34 and the safety-relevant speed signal X' from the speed comparator 34.
  • These safety-relevant signals X and X' are continually compared with nominal values stored in position and overspeed registries 39. If, for example, the safety-relevant speed signal X' exceeds the nominal overspeed value, the safety supervisory unit 38 can initiate an appropriate reaction.
  • the safety supervisory unit 38 is supplied with conventional information from door contacts monitoring the condition of the landing doors 6 and from the car door controller or car door contacts. If an unsafe condition occurs during operation of the elevator the safety supervisory unit 38 can initiate an emergency stop by de-energizing the motor 12 and actuating the brake 14 and, if necessary, releasing the safety gear 28 to bring the car 4 to a halt.
  • the elevator car 4 is sent on a learning journey during which the technician moves the car 4 at a very low speed (e.g. 0.3 m/s).
  • a very low speed e.g. 0.3 m/s.
  • the associated shaft magnets 24 are detected by the car mounted magnetic sensor 22 and the safety supervisory unit 38 acknowledges each of these positions by registering the corresponding verified position signal X derived from the absolute position encoder 18 into the appropriate registry 38.
  • a zone of ⁇ 20 cm from each magnet 24 is registered as the door opening zone in which the doors 6 can safely commence opening during normal operating conditions of the elevator installation.
  • the uppermost and lowermost magnets 24 mark the extremes in the car travel path and from these the overall travel distance or shaft height HQ can be calculated.
  • the maximum permissible speed curves (maximum nominal speed depending on the position of the car 2) can then be defined and recorded into the appropriate registry 38.
  • the continual comparison of signals derived from the three sensor systems within the data verification unit 30 as well as the consistency examination of the signals from the incremental pulse generator 26 and the absolute position encoder 18 ensure that a fault with any of the sensor systems can be identified quickly and an emergency stop initiated. Furthermore, if the data verification unit 30 detects a significant amount of rope slippage by means of the comparators 34 and 36, it immediately initiates an emergency stop. If the emergency stop fails to retard the car 2 sufficiently, the position comparator releases the safety gear 28.
  • the safety supervisory unit 38 detects faults in the operation of the controller 11. If the controller permits the car 2 to travel at too great a speed, a comparison within the safety supervisory unit 38 of the safety-relevant speed signal X' from the data verification unit 30 with the overspeed registry 39 will identify the fault and the safety supervisory unit 38 can initiate an emergency stop.
  • Figs. 3 and 4 show a second embodiment of the present invention in which the shaft magnets 24 and magnetic detector 22 of the previous embodiment have been replaced with conventional zonal flags 44 symmetrically arranged 120 mm above and below each landing floor level together with an optical reader 42 mounted on the car 2 to detect the flags 44. Additionally, the absolute position encoder 18 has been replaced by an accelerometer mounted on the car 4.
  • the signal X IG derived from the incremental pulse generator 26 is compared with and calibrated against the position signal X ZF from the optical reader 42.
  • the distance ⁇ X ZF between successive flags 44 is recorded and compared to the corresponding distance ⁇ X IG derived from the incremental pulse generator 26. If this comparison gives rise to a deviation in the two distances of two percent or more then an emergency stop is initiated by de-energizing the motor 12 and actuating the brake 14.
  • the deceleration of system is monitored after the emergency stop has been initiated to ensure that (at least one of) the signals derived from both the incremental pulse generator 26 and the accelerometer 18 show a deceleration of at least 0.7 m/s 2 , indicating that the emergency stop is sufficient to bring the car 2 to a halt. If not, safety gear 28 (shown in Fig. 1 ) mounted on the car 2 is released to frictionally engage with the guide rails and thereby bring the car 4 to a halt.
  • the data verification unit 46 also includes a speed comparator 50 wherein the examined speed signal X' IG derived from the incremental pulse generator 26 is taken as an input.
  • the signal X" Acc from the accelerometer 40 is fed through an integrator 33 to provide a further input X' Acc representing the vertical speed of the car 2.
  • the two speed values X' IG and X' Acc are continually compared with each other in the speed comparator 50 and should they deviate by more than five percent an emergency stop is initiated by de-energizing the motor 12 and actuating a brake 14. As in the previous embodiment, At approximately two seconds after initiating the emergency stop, the speed comparator 36 releases the safety gear 28.
  • the acceleration signal X" Acc from the accelerometer 40 is fed into a safety supervisory unit 52 together with the safety-relevant position signal X from the position comparator 48 and the safety-relevant speed signal X' from the speed comparator 50. If an unsafe condition occurs during operation of the elevator the safety supervisory unit 38 can initiate an emergency stop by de-energizing the motor 12 and actuating the brake 14 and, if necessary, activate the safety gear 28 to bring the car 4 to a halt.
  • Figs. 5 and 6 show an existing elevator installation which has been modified in accordance with yet a further embodiment of the present invention.
  • the existing installation includes a conventional overspeed governor which is an established and reliable means of sensing the speed of the elevator car 2.
  • the governor has a governor rope or cable 54 connected to the car 2 and deflected by means of an upper pulley 56 and a lower pulley 58.
  • the upper pulley 56 would house the centrifugal switches set to activate at a predetermined overspeed value for the car 2.
  • these switches are replaced by an incremental pulse generator 60 mounted on the upper pulley 56.
  • the processing of the information received from the pulley incremental pulse generator 60, the traction sheave incremental pulse generator 26 and the optical reader 42 is the same as in the previous embodiments in that the signals are verified and compared in a data verification unit 62 to supply a safety-relevant position signal X and a safety-relevant speed signal X' to a safety supervisory unit 68.
  • Fig. 7 is an overview of the system architecture of the previously described embodiments.
  • Three independent single-channel sensor systems are connected to a safety monitoring unit which in the embodiments hitherto described comprises a data verification unit and a safety supervision unit.
  • the safety monitoring unit derives safety-relevant positional and speed information which it uses to bring the elevator into a safe condition by de-energising the motor, activating the brake and/or activating the safety gear.
  • the brake need not be mounted on the motor, but could form a partial member of the safety gear. If the safety gear consists of four modules, then normal braking could for example be instigated by actuating two of the four modules.
  • the signals derived from the data verification units and the safety supervision units can be used to provide the necessary shaft information for the elevator controller 11 as well as performing the safety-relevant objectives for the elevator.

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  • Maintenance And Inspection Apparatuses For Elevators (AREA)
  • Indicating And Signalling Devices For Elevators (AREA)

Claims (9)

  1. Verfahren zum Überwachen der Sicherheit eines Aufzugs mit einer Kabine (2), die durch Antriebsmittel (12) angetrieben ist, gekennzeichnet durch Überwachen der Geschwindigkeitsabnahme der Kabine (2) nach dem Einleiten eines Nothalts und Aktivieren einer Fangvorrichtung (28), wenn die Geschwindigkeitsabnahme unter einem spezifischen Wert liegt.
  2. Verfahren nach Anspruch 1, wobei die Geschwindigkeitsabnahme durch Abfühlen eines Fahrtparameters (XABS, X"ACC, X'IGB) der Kabine (2) und/oder Abfühlen eines Fahrtparameters (X'IG) des Antriebsmittels (12) abgeleitet wird.
  3. Verfahren nach einem der Ansprüche 1 oder 2, wobei der spezifische Wert für Geschwindigkeitsabnahme 0,7 m/s2 ist.
  4. Verfahren nach einem der vorhergehenden Ansprüche, wobei die Fangvorrichtung (28) elektrisch angesteuert wird.
  5. Verfahren nach einem der vorhergehenden Ansprüche, wobei der Nothalt durch Abschalten des Antriebsmittels (12) und Betätigen einer Bremse (14) eingeleitet wird.
  6. Sicherheitsüberwachungssystem für eine Aufzugeinrichtung mit einer Kabine (2), die durch Antriebsmittel (12) angetrieben ist, dadurch gekennzeichnet, dass es einen Geschwindigkeitsabnahmemonitor zum Betätigen einer Fangvorrichtung (28) aufweist, die auf der Kabine (2) angebracht ist, wenn die Geschwindigkeitsabnahme nach einer Einleitung eines Nothalts unter einem spezifischen Wert liegt.
  7. System nach Anspruch 6, ferner aufweisend einen ersten Sensor (18, 40, 60), der einen Fahrtparameter (XABS, X"ACC, X'IGB) der Kabine (2) anzeigt und eine zweiten Sensor (26), der einen Fahrtparameter (X'IG) des Antriebsmittels (12) anzeigt, wobei die Geschwindigkeitsabnahme aus Signalen vom ersten Sensor (18, 40, 60) und/oder dem zweiten Sensor (26) abgeleitet ist.
  8. System nach einem der Ansprüche 6 oder 7, das die Betätigung der Fangvorrichtung (28) elektrisch ansteuert.
  9. System nach einem der Ansprüche 6 bis 8, ferner aufweisend eine Bremse (14), und wobei der Nothalt durch Abschalten des Antriebsmittels (12) und Betätigen der Bremse (14) eingeleitet wird.
EP09177340.8A 2004-06-02 2005-05-25 Überwachungssystem für ein Aufzug Active EP2189410B1 (de)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP09177340.8A EP2189410B1 (de) 2004-06-02 2005-05-25 Überwachungssystem für ein Aufzug
SI200531814T SI2189410T1 (sl) 2004-06-02 2005-05-25 Nadzorni sistem dvigala
PL09177340T PL2189410T3 (pl) 2004-06-02 2005-05-25 Nadzorowanie windy

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
EP04405334 2004-06-02
EP09177340.8A EP2189410B1 (de) 2004-06-02 2005-05-25 Überwachungssystem für ein Aufzug
EP05104494A EP1602610B1 (de) 2004-06-02 2005-05-25 Überwachungssystem für einen Aufzug

Related Parent Applications (1)

Application Number Title Priority Date Filing Date
EP05104494.9 Division 2005-05-25

Publications (2)

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EP2189410A1 EP2189410A1 (de) 2010-05-26
EP2189410B1 true EP2189410B1 (de) 2013-12-25

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EP05104494A Not-in-force EP1602610B1 (de) 2004-06-02 2005-05-25 Überwachungssystem für einen Aufzug
EP09177340.8A Active EP2189410B1 (de) 2004-06-02 2005-05-25 Überwachungssystem für ein Aufzug

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EP05104494A Not-in-force EP1602610B1 (de) 2004-06-02 2005-05-25 Überwachungssystem für einen Aufzug

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DK (1) DK2189410T3 (de)
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FI120828B (fi) 2007-02-21 2010-03-31 Kone Corp Elektroninen liikkeenrajoitin ja menetelmä elektronisen liikkeenrajoittimen ohjaamiseksi
WO2008155853A1 (ja) 2007-06-21 2008-12-24 Mitsubishi Electric Corporation エレベータの安全装置及びロープスリップ検出方法
WO2009013114A1 (de) * 2007-07-20 2009-01-29 Inventio Ag Verfahren zur ermittlung der geschwindigkeit einer aufzugskabine und eine steuereinheit zur durchführung dieses verfahrens
RU2583829C2 (ru) 2010-12-17 2016-05-10 Инвентио Аг Лифтовая установка, содержащая кабину и противовес
US9169104B2 (en) 2010-12-17 2015-10-27 Inventio Ag Activating a safety gear
EP2651810B1 (de) 2010-12-17 2015-03-25 Inventio AG Einrichtung für die betätigung und die rückstellung einer fangvorrichtung
EP2594519A1 (de) * 2011-11-15 2013-05-22 Inventio AG Aufzug mit Sicherheitseinrichtung
WO2013110693A1 (de) 2012-01-25 2013-08-01 Inventio Ag Verfahren und steuereinrichtung zur überwachung von fahrbewegungen einer aufzugskabine
EP2909122B1 (de) 2012-10-18 2018-05-23 Inventio AG Sicherheitseinrichtung einer aufzugsanlage
US9926170B2 (en) 2012-10-30 2018-03-27 Inventio Ag Movement-monitoring system of an elevator installation
US10745243B2 (en) 2014-10-21 2020-08-18 Inventio Ag Elevator comprising a decentralized electronic safety system
EP3365260B1 (de) * 2015-10-22 2020-09-23 Kone Corporation Aufzug mit einer sicherheitsanordnung und verfahren zum erstellen eines sicheren arbeitsraumes im oberen teil des aufzugsschachts
WO2017168035A1 (en) 2016-03-30 2017-10-05 Kone Corporation A method, a safety control unit, and an elevator system for verifying speed data of an elevator car for overspeed monitoring of the elevator car
US11548758B2 (en) * 2017-06-30 2023-01-10 Otis Elevator Company Health monitoring systems and methods for elevator systems
EP3434634B1 (de) 2017-07-25 2021-01-06 Otis Elevator Company Sicherheitsvorrichtung für einen aufzug
WO2019206644A1 (de) * 2018-04-24 2019-10-31 Inventio Ag Positionsbestimmungssystem und verfahren zur ermittlung einer kabinenposition einer aufzugkabine
WO2020056701A1 (en) 2018-09-21 2020-03-26 G-Technologies Co., Ltd. First safety control unit, a method to operate the first safety control unit, a second safety control unit, a method to operate the second control unit, and an elevator system
EP3915921A1 (de) * 2020-05-26 2021-12-01 Otis Elevator Company Nothaltestoppsysteme
EP3915911A1 (de) * 2020-05-27 2021-12-01 KONE Corporation Bewegungsbeurteilungsverfahren einer aufzugskabine
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Also Published As

Publication number Publication date
EP2189410A1 (de) 2010-05-26
EP1602610A1 (de) 2005-12-07
PL2189410T3 (pl) 2014-05-30
EP1602610B1 (de) 2010-04-14
DK2189410T3 (en) 2014-03-10

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