EP2234912B1 - Système d'ascenseur avec contrôle de distance - Google Patents

Système d'ascenseur avec contrôle de distance Download PDF

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Publication number
EP2234912B1
EP2234912B1 EP08865171A EP08865171A EP2234912B1 EP 2234912 B1 EP2234912 B1 EP 2234912B1 EP 08865171 A EP08865171 A EP 08865171A EP 08865171 A EP08865171 A EP 08865171A EP 2234912 B1 EP2234912 B1 EP 2234912B1
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EP
European Patent Office
Prior art keywords
lift
lift cage
cage
elevator car
elevator
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Not-in-force
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EP08865171A
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German (de)
English (en)
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EP2234912A1 (fr
Inventor
Hans Kocher
Jan André Wurzbacher
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Inventio AG
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Inventio AG
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Priority to EP08865171A priority Critical patent/EP2234912B1/fr
Publication of EP2234912A1 publication Critical patent/EP2234912A1/fr
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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
    • B66B5/0006—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
    • B66B9/00—Kinds or types of lifts in, or associated with, buildings or other structures

Definitions

  • the invention relates to an elevator system with two elevator cars and with a distance control according to the preamble of claim 1.
  • Elevator systems of this type are known, for example from the European patent application EP-1 562 848-A1 and from the US 1805227 ,
  • the elevator system described there has two elevator cars in a common elevator shaft, each with a drive and with a common counterweight.
  • Each of the elevator cars has its own sensors, which allow a determination of the position and speed of the elevator cars. This document is considered to be the closest prior art.
  • a disadvantage of this known system is, inter alia, that the security of the overall system seems to exist, but the elevator cars themselves are dependent on information of a group control device. In addition, said system seems to be relatively complicated and difficult to handle.
  • the object of the invention is therefore to propose an elevator system of the type mentioned, with which the disadvantages of the prior art are avoided.
  • the object of the invention is also to propose an elevator system of the type mentioned, which offers increased security without significantly increasing the complexity of the system.
  • the Fig. 1 and 2 show two known elevator systems 10. These are schematic side views, with reference to which the basic elements of such elevator systems 10 are explained.
  • a lower elevator car K1 and an upper elevator car K2 of the elevator system 10 are located one above the other in a common elevator shaft 11.
  • the counterweight 12 is at an upper counterweight Umlenkrollenan für hereinafter (Ull)
  • 2 1 Suspension suspended.
  • the term of a counterweight deflection roller is also to be understood as meaning a roller arrangement having more than one roller. With v1 a speed of the lower elevator car K1, with v2 a speed of the upper elevator car K2 and with v3 a speed of the counterweight 12 is indicated.
  • drive means 9 for driving the two elevator cars K1, K2.
  • the drive means 9 comprise a first drive arrangement for the lower elevator car K1 and a second drive arrangement for the upper elevator car K2.
  • the corresponding motors are not shown in the drawings.
  • the first drive arrangement which is associated with the lower elevator car K1, comprises a first motor and a second motor. These motors are synchronized (e.g., electric or electronic).
  • the first motor is coupled to a first traction sheave 13.A1.
  • the second motor is coupled to a second traction sheave 13.B1.
  • the second drive arrangement which is associated with the upper elevator car K2, has a third motor.
  • the third motor is coupled via a common shaft to a third traction sheave 13.A2 and a fourth traction sheave 13.B2. That is, in this preferred embodiment, a common motor for driving the two traction sheaves 13.A2 and 13.B2 is provided. However, two separate motors can also be used here.
  • the elevator system 10 further comprises a flexible support means TA, TB, which consists essentially of a first suspension element strand TA and a second suspension element strand TB.
  • the suspension element strands TA and TB each have a first end and a second end.
  • each of the suspension element strands TA and TB is formed by two or more parallel suspension element elements, for example by two belts or two steel cables.
  • each suspension element line TA and TB can also comprise only one belt or one steel cable.
  • the first traction sheave 13.A1 and the third traction sheave 13.A2 are assigned to the first suspension element line TA, while the second traction sheave 13.B1 and the fourth traction sheave 13.B2 are assigned to the second suspension element strand TB.
  • the elevator system 10 comprises a plurality of deflection rollers, in the present example a first deflection roller 14.A1, a second deflection roller 14.A2 for the first suspension element line TA, a third deflection roller 14.B1 for the second suspension element line TB, and a fourth deflection roller 14.AB for the two suspension element strands TA and TB.
  • the lower elevator car K1 has in its lower cabin area B1 a first attachment area 15.1 and a second attachment area 15.11, which are arranged laterally on opposite sides of the elevator car K1 (laterally balanced suspension).
  • the upper elevator car K2 has in its upper cabin area on a third mounting portion 15.2 and a fourth mounting portion 15.22, which are arranged at least approximately centrally and in the present embodiment in reality at 15.2 / 15.22 practically coincide (central suspension), wherein in Fig. 1 out For clarity of the drawing are shown with a small horizontal distance.
  • the suspension element strands TA, TB are fixed, such that each of the elevator cars K1 and K2 is suspended from both suspension struts TA and TB.
  • the elevator cars K1 and K2 are suspended in a so-called 1: 1 suspension on the suspension element strands TA and TB.
  • the first suspension element strand TA starting from the first fastening point 15.1 on the lower elevator car K1, extends laterally along the elevator shaft 11 upwards.
  • the second suspension element strand TB starting from the second attachment point 15.11 extends laterally along the elevator shaft 11 upwards.
  • Fig. 2 shows a second known elevator system 10. This includes all with reference to the Fig. 1 described constructive elements and an additional device to better tension the suspension element strands TA and TB and better manage the elevator cars K1 and K2 and the counterweight 12.
  • the elevator system 10 includes for this purpose a lower counterweight pulley 12.2, which is suspended from the counterweight 12.
  • a lower counterweight pulley 12.2 Centrally located at the lower area B1 of the lower elevator car K1 are a fifth mounting area 15.3 and a sixth mounting area 15.33, which practically coincide at 15.3 / 15.33.
  • a flexible tensioning means SA, SB essentially consists of a first tensioning medium strand SA and a second tensioning medium strand SB.
  • Each of the tensioner strands SA and SB has a first end and a second end. These tensioner strands SA and SB are also referred to as sub-ropes.
  • a plurality of deflecting rollers are arranged in the lower region of the elevator shaft 11.
  • two auxiliary rollers 17.A1 and 17.A2 are provided for the first tensioning medium strand SA and two auxiliary rollers 17.B1, 17.B2 for the second tensioning medium strand SB.
  • a biasing arrangement 16 is provided.
  • the first tensioning medium strand SA is fastened with its first end to the central fastening region 15.3 / 15.33 of the lower elevator car K1 and runs from there around the tensioning rollers 16.A1 and 16.A2 to the lower counterweight deflection roller 12.2. From the lower counterweight deflection roller 12.2, the first tensioning means strand SA runs via the deflection rollers 17.A1 and 17.A2 to the seventh fastening region 15.4 on the upper elevator car K2, where it is fastened by its second end.
  • the second tensioning medium bar SB is fastened with its first end to the central fastening area 15.3 / 15.33 of the lower elevator car K1 and runs from there around the tensioning rollers 16B1 and 16B2 to the lower counterweight deflecting roller 12.2. From the lower counterweight deflection roller 12.2, the second tensioning medium strand SA runs via the deflection rollers 17.B1 and 17.B2 to the eighth fastening region 15.44 on the upper elevator car K2, where it is fastened with its second end.
  • each elevator car K1, K2 is assigned a counterweight.
  • the lower elevator car K1 is still hung on two suspension element strands TA, TB 1: 1.
  • the suspension element strands TA, TB are guided laterally on the upper elevator car K2 in the upper region of the elevator shaft 11 to drive and deflection rollers and then on to the associated counterweight.
  • This counterweight is in the upper region 1: 1 attached to the suspension element strands TA, TB.
  • the lower elevator car also has a lower cable, which is mounted centrally on the underside and guided over a pulley arrangement in the lower region of the elevator shaft 11 to the associated counterweight and in the lower part of this counterweight 1: 1 is attached.
  • the upper elevator car K2 is preferably suspended centrally on its upper side at a further suspension means 1: 1. At the other end of this suspension the associated counterweight is also hung 1: 1.
  • This second counterweight is preferably positioned relative to the counterweight of the first elevator car K1 in the elevator shaft 11.
  • the support means of the upper elevator car K2 is guided by a further traction sheave and deflection roller, which are arranged in the upper region of the elevator shaft.
  • the upper elevator car K2 has two lower cables SA, SB, which are fastened 1: 1 in the lower region of the upper elevator car K2, and are guided laterally along the lower elevator car K2 into the lower region of the elevator shaft 11. There, the two sub-cables are directed by a pulley arrangement to the associated counterweight, where they are 1: 1 attached to the underside of the counterweight.
  • FIG. 3 a partial area of an elevator system 10 according to the invention is shown. It is a side view that is 90 degrees from the views of the Fig. 1 and 2 is turned.
  • the elevator system 10 comprises a lower elevator car K1, an upper elevator car K2 and at least one counterweight 12 (not shown).
  • Supporting means TA, TB for supporting the lower and upper elevator cars K1, K2 are provided, the carrying means TB for carrying the lower elevator car K1 being guided laterally down the upper elevator car K2 in the elevator shaft (the walls of the elevator shaft are not shown in these figures shown).
  • drive means for individually driving the lower and upper elevator cars K1, K2 are provided, but not shown.
  • the upper elevator car K2 and the lower elevator car K1 independently move vertically in the common elevator shaft.
  • the elevator system 10 comprises means for controlling the distance D between the lower and upper elevator car K1, K2. These means have vertically extending code strips C1, C2, which are mounted in the elevator shaft. A first code reader L1 is seated on the lower elevator car K1 and a second code reader L2 on the upper elevator car K2.
  • the code strips C1, C2 preferably have absolute position information or codes which enable the elevator cars K1, K2 to make a statement about the absolute position in the elevator shaft.
  • the upper elevator car K2 has at least one lower cable SA, SB which is suspended laterally from the upper elevator car K2 (at fastening points 15.4, 15.44) and which are guided laterally downwards along the lower elevator car K1 in the elevator shaft.
  • a first incremental encoder I1 is arranged, which with a support means TB for Carrying the lower elevator car K1 interacts.
  • the first incremental encoder I1 supplies information Ir (see Fig. 4A ), which allows a statement about a change in the distance D between the lower and upper elevator car K1, K2.
  • the information Ir is supplied to the upper elevator car K2, preferably to a safety unit S2, as in FIG Fig. 4A indicated.
  • a second incremental encoder I2 is arranged, which interacts with a lower cable SA of the upper elevator car K2.
  • the second incremental encoder I2 supplies information Ir (see Fig. 4B ), which allows a statement about a change in the distance D between the lower and upper elevator car K1, K2.
  • the information Ir is supplied to the lower elevator car K1, preferably to a safety unit S1, as in FIG Fig. 4B indicated.
  • each of the elevator cars K1, K2 is able to determine its own absolute position (L1ist, L2ist) and speed (V1ist V2ist), which is enabled by the code readers L1, L2 and code strips C1, C2. Furthermore, each of the elevator cars K1, K2 can determine the "movement behavior" of the respective other elevator car K2, K1 by monitoring the movement of the suspension element TB or sub-cable SA of the other elevator car K2, K1 by means of the incremental encoder I1 or I2.
  • each elevator car K1, K2 can make decisions and, for example, initiate braking via a speed limiter G1 or G2.
  • the code readers L1, L2 scan the respective code strip C, C1, C2 without contact. Preferably, the scanning is optical or magnetic.
  • the first code reader L1 supplies information Ic to a first security unit S1, which is arranged in or on the first elevator car K1.
  • the information Ic allows a statement about the instantaneous absolute position L1ist and the instantaneous speed V1ist of the lower elevator car K1.
  • the second code reader L2 supplies the second safety unit S2 with information Ic on the current absolute position L2ist and the instantaneous speed V2ist of the upper elevator car S2.
  • the lower elevator car K1 to a first security unit S1 the information Ic from the first code reader L1 and information Ir from the second incremental encoder I2 of the lower elevator car K1 receives or utilized.
  • a first speed limiter G1 preferably an electronic speed limiter
  • the information V1is on the instantaneous speed of the lower elevator car K1 receives. If this instantaneous speed V1is is above a preset value (Vmax), then a speed limit or braking or emergency braking may be triggered.
  • the upper elevator car K2 has a second safety unit S2 (see Fig. 4A ), the second security unit S2 having information Ic from the second code reader L2 and information Ir receives from the first incremental encoder I1 of the upper elevator car K2, or utilized.
  • a second speed limiter G2 (preferably an electronic speed limiter) is provided on the upper elevator car K2, the information V2ist on the instantaneous speed of the upper elevator car K2 receives. If this instantaneous speed V2is above a preset value (Vmax), then a speed limit or a braking or an emergency stop can be triggered.
  • the incremental encoders I1, I2 each have at least one roller 20.1, 20.2, which interact with the passing carrying means TB or lower cable SA.
  • the rollers 20.1, 20.2 are friction wheels, which can be set in rotation by the respectively passing support means TB for supporting the lower elevator car K1, or by the lower cable SA of the upper elevator car K2.
  • a decoder 21, preferably an angle decoder is provided, which detects a rotation of the roller 20.1, 20.2 and sends corresponding information Ir to the respective safety unit S1, S2 of the respective elevator car K1, K2.
  • a vertical movement P (see Fig. 4A )
  • the support means TB in a rotational movement R of the rollers 20.1, 20.2 implemented.
  • the rotational movement R of the roller 20.1 generates 21 (angle) pulses in a decoder, which can be counted or otherwise evaluated, for example.
  • a memory eg a register in the first safety unit S1 is reset to zero.
  • the safety unit S1 counts or determines the increments and stores these values or this value in the memory.
  • the safety unit S1 By reading the memory, the safety unit S1 always has information about the relative distance D (t) at time t. The information in the memory can always be overwritten with new information. If the information Ir is evaluated with respect to a time base t, a statement about the relative velocity v1 (t) -v2 (t) can be made.
  • the code reader L1 supplies information Ic via the absolute position L1ist and, in a preferred embodiment, also via the instantaneous speed V1is in the elevator shaft, independently of the incremental encoder I2.
  • the safety unit S1 can set the "movement behavior" of the lower elevator car K1 in relation to the "movement behavior” of the upper elevator car K2.
  • rules or algorithms
  • decisions can be made and reactions can be triggered.
  • the speed of the lower elevator car K1 can be reduced by means of the speed limiter G1 located there, if V1is> Vmax.
  • the safety unit S2 of the upper elevator car K2 is able to independently determine the relative speed v1 (t) -v2 (t) by observing the carrying means TB passing by.
  • the safety unit S1 of the lower elevator car K1 is able to independently determine the relative speed v2 (t) -v1 (t) by observing the passing lower cable SA.
  • the security units S1, S2 are self-sufficient in the sense that they are not dependent on information from the respective other security unit, which are received via a communication connection. This has the advantage that it requires no communication connections between the elevator cars K1, K2.
  • the respective other elevator car can make a statement about the instantaneous distance D.
  • the gear ratio for example, 1000 increments of a distance of 1 meter correspond. If the value of 10000 is stored in the memory of the security unit S2, the current distance D is approximately 10 meters.
  • each of the elevator cars K1, K2 can determine its own absolute position L1 or L2ist independently by means of the code reader L1, L2, the respective position of the other elevator car K2, K1 can also be calculated by taking into account the stored increment value.
  • the second security unit S2 can be designed analogously to the first security unit S1.
  • a memory e.g., a register
  • the safety unit S2 counts or determines the increments and stores these values or this value in the memory.
  • the security unit S2 has information about the relative distance D (t) at the time t. The information in the memory can always be overwritten with new information. If the information Ir is evaluated with respect to a time base t, a statement about the relative velocity v2 (t) -v1 (t) can be made.
  • the security unit S2 can always relate the "movement behavior" of the upper elevator car K2 to the "movement behavior" of the lower elevator car K1.
  • rules or algorithms
  • decisions can be made and reactions can be triggered.
  • the speed of the upper elevator car K2 by means of the settled there Speed limiter G2 can be reduced if V2ist> Vmax.
  • one laser distance measuring device 30 is provided per elevator car K1, K2 in order to be able to measure the distance D to the respective other elevator car K2, K1 and / or the distance to a shaft end.
  • These laser distance measuring devices 30 provide information that is partially redundant with the information Ir, Ic provided by the incremental encoders I1, I2 and / or the code readers L1, L2.
  • Ir, Ic provided by the incremental encoders I1, I2 and / or the code readers L1, L2.
  • the Fig. 5 embodiment shown allows a statement about the absolute distance D between the two elevator cars K1, K2 and / or a statement about the absolute distance to the shaft bottom or the upper shaft end, depending on where the laser distance measuring device 30 is disposed on the respective elevator car.
  • the safety of the elevator installation 10 is further increased.
  • a laser distance measuring device 30 e.g. sit at the top of the lower elevator car K1, which sends a beam of light to the upper elevator car K2, which is reflected there and captured by the laser distance measuring device 30 and evaluated.
  • Another laser distance measuring device 30 can sit at the lower area of the upper elevator car K2, which sends a light beam to the lower elevator car K1, which is reflected there and recaptured and evaluated by the laser distance measuring device 30.
  • the security units S1, S2 can be constructed digitally and the corresponding decision-making and evaluation structures can be realized by means of software. But it is also possible to provide appropriate logic circuits.
  • each of the safety units S1, S2 communicates with a central elevator control 40 via live cables, as in FIGS FIGS. 4A and 4B indicated by two dashed lines (communication links).
  • each elevator car K1, K2 autonomously determine the distance to the respective other elevator car K2, K1 and trigger emergency braking when falling below a safety distance Dkrit.
  • the triggering of emergency braking may additionally also take into account information about the speed of the elevator cars K1, K2. If the elevator cars K1, K2 move towards one another at high speed and the safety distance D crit is undershot, e.g. stronger braking maneuvers are performed.
  • the two elevator cars K1, K2 are movable independently of one another. This is made possible in particular by a redundant and mutually independent architecture of the security units S1, S2 and the means I1, L2, or I2, L1 and 30.
  • a fourth elevator system 50 has two elevator cars K1, K2, each of which is assigned a counterweight 52.1, 52.2.
  • the upper elevator car K2 is suspended centrally at one end of a first suspension element T2 1: 1.
  • the associated counterweight 52.2 is likewise suspended 1: 1 at the second end of the suspension element T2 and is positioned laterally between the upper elevator car K2 and a shaft wall, not shown.
  • the suspension element T2 is guided by a deflection roller 54 and a traction sheave 51.1, which are each perpendicular to the elevator car K2 and the counterweight 52.2.
  • the lower elevator car K1 is suspended on a second suspension element T1 2: 1.
  • the associated counterweight 52.1 is likewise suspended 2: 1 on the same suspension element T1 and is positioned laterally between the lower elevator car K1 and a second shaft wall (not shown) relative to the counterweight 52.2 associated with the upper elevator car K2.
  • the suspension element T1 of the lower elevator car K1 is guided by a first cable fixation point F1.T1 in the upper area of the hoistway laterally along a first cabin side of the upper elevator car K2 to the lower elevator car K1, there to two cabin deflection rollers 55, 56 by a total of 180 ° deflected and in turn guided laterally along a second of the first cabin side of the upper elevator car K2 cabin side up to another traction sheave 51.1.
  • This traction sheave 51.1 deflects the support means T1 by 180 ° down to the associated counterweight 52.1.
  • the support means T1 is guided by a further 180 ° by an upper counterweight deflection roller 53.1 in the upper region of the counterweight 52.1 to a second cable link point F2.T1, which is located in the upper region of the elevator shaft.
  • the upper elevator car K2 preferably has a lower cable S2, which is fastened with a first end in the lower region of the elevator shaft to a cable fix point F1.S2.
  • This cable fix point F1.S2 lies laterally offset below the projection of the counterweight 52.1 of the lower elevator car K1.
  • the sub-cable S2 is then guided starting from the first cable fix point F1.S2 laterally along a first cabin side of the lower elevator car K1 to two cabin deflection rollers 57, 58, which are mounted in the lower region of the upper elevator car K1.
  • the lower cable S2 is deflected by a total of 180 ° and in turn guided laterally along a second cabin side of the lower elevator car K1 down to a guide roller 59 in the lower region of the elevator shaft.
  • This guide roller 59 steers the lower rope S2 by 180 ° up to a counterweight pulley 53.2 um, which is located in the lower region of the associated counterweight 52.2.
  • the lower rope S2 is again deflected by 180 ° down and guided into the lower region of the elevator shaft.
  • the lower cable S2 is fastened at its second end to a further cable link point F2.S2.
  • the lower elevator car K1 and the associated counterweight 52.1 are tensioned by means of a further lower cable S1.
  • the sub-cable S1 is attached at a first end to the underside of the lower elevator car K1 and at a second end to the underside of the associated counterweight 52.1.
  • two further deflection rollers 60, 61 are positioned in the lower region of the elevator shaft for guiding the lower cable S1 between the lower elevator car K1 and the counterweight 52.1.
  • the safety unit S1 of the lower elevator car K1 is able to autonomously detect the relative speed v1 (t) -v2 (t) by observing the passing sub-cable S2 to investigate.
  • the measured relative distance D (t) * is to be understood as the length of the passing sub-line S2 per time unit and the relative speed v1 (t) * - v2 (t) * derived therefrom. Since the sub-cable S2 is suspended with the adjacent elevator car K2 in the ratio 2: 1, the measured relative distance D (t) * only exceptionally corresponds to the real relative distance D (t) between the elevator cars K1, K2 due to the information Ir.
  • the safety unit S1 therefore calculates the real relative distance D (t) or the real relative speed v1 (t) -v2 (t) based on the above information, in particular also the suspension ratio deviating from 1: 1.
  • the safety unit S2 of the upper elevator car K2 is capable of autonomously determining the relative speed v1 (t) -v2 (t) by observing the carrying means T1 passing by.
  • the safety unit S1 of the lower elevator car K1 is able to autonomously determine the relative speed v2 (t) -v1 (t) by observing the passing lower cable S2.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Structural Engineering (AREA)
  • Elevator Control (AREA)
  • Types And Forms Of Lifts (AREA)

Abstract

L'invention concerne un système d'ascenseur (10) qui présente une cabine inférieure d'ascenseur (K1), une cabine supérieure d'ascenseur (K2), au moins un contrepoids (12) et des moyens de support (TA, TB) qui portent la cabine inférieure et la cabine supérieure d'ascenseur (K1, K2). Les moyens de support (TB) qui portent la cabine inférieure d'ascenseur (K1) sont descendus dans la gaine d'ascenseur (11) latéralement le long de la cabine supérieure d'ascenseur (K2). Des moyens d'entraînement qui entraînent la cabine inférieure et la cabine supérieure d'ascenseur (K1, K2) sont prévus. Un premier transmetteur incrémentiel (I1) qui coopère avec l'un des moyens de support (TB) et qui délivre des informations sur une modification de la distance (D) entre la cabine inférieure et la cabine supérieure d'ascenseur (K1, K2) est disposé sur la cabine supérieure d'ascenseur (K2).

Claims (11)

  1. Système d'ascenseur (10) avec
    - une cabine d'ascenseur inférieure (K1),
    - une cabine d'ascenseur supérieure (K2),
    - au moins un contrepoids (12),
    - des moyens porteurs (TA, TB) pour porter les cabines inférieure et supérieure (K1, K2), étant précisé qu'au moins un moyen porteur (TB) pour porter la cabine inférieure (K1) s'étend vers le bas dans la gaine d'ascenseur (11) en longeant la cabine supérieure (K2), sur le côté,
    - des moyens d'entraînement pour entraîner les cabines inférieure et supérieure (K1, K2),
    - une gaine d'ascenseur commune (11) dans laquelle la cabine supérieure (K2) et la cabine inférieure (K1) se déplacent à la verticale indépendamment l'une de l'autre,
    caractérisé
    - en ce qu'il est prévu sur la cabine d'ascenseur supérieure (K2) un premier transmetteur incrémentiel (I1) qui est en interaction avec un moyen porteur (TB) pour porter la cabine d'ascenseur inférieure (K1) et qui fournit à la cabine supérieure (K2) des informations sur une variation de la distance (D) entre les cabines inférieure et supérieure (K1, K2).
  2. Système d'ascenseur (10) selon la revendication 1, caractérisé en ce que la cabine supérieure (K2) comporte au moins un câble inférieur (SA, SB) qui s'étend vers le bas dans la gaine d'ascenseur (11) en longeant la cabine inférieure (K1), sur le côté, étant précisé qu'il est prévu sur la cabine inférieure (K1) un second transmetteur incrémentiel (12) qui est en interaction avec le ou les câbles inférieurs (SA) de la cabine supérieure (K2) et qui fournit à la cabine inférieure (K1) des informations sur une variation de la distance (D) entre les cabines inférieure et supérieure (K1, K2).
  3. Système d'ascenseur (10) selon la revendication 1 ou 2, caractérisé en ce qu'il dispose de moyens pour contrôler la distance (D) entre les cabines inférieure et supérieure (K1, K2), étant précisé que ces moyens comprennent une bande de code (C1, C2) qui s'étend à la verticale et qui est fixée dans la gaine d'ascenseur (11), ainsi qu'un premier lecteur de code (L1) sur la cabine inférieure (K1) et un second lecteur de code (L2) sur la cabine supérieure (K2).
  4. Système d'ascenseur (10) selon la revendication 3, caractérisé en ce que la cabine inférieure (K1) comporte une première unité de sécurité (S1), et la cabine supérieure (K2) une seconde unité de sécurité (S2), étant précisé que la première unité de sécurité (S1) reçoit des informations (Ic) du premier lecteur de code (L1) et des informations (Ir) du second transmetteur incrémentiel (12) de la cabine inférieure (K1), et que la seconde unité de sécurité (S2) reçoit des informations (Ic) du second lecteur de code (L2) et des informations (IR) du premier transmetteur incrémentiel (I1) de la cabine supérieure (K2).
  5. Système d'ascenseur (10) selon les revendications 1 à 4, caractérisé en ce que la cabine inférieure (K1) est suspendue de manière équilibrée latéralement au niveau de deux zones de fixation (15.1, 15.11) séparées opposées.
  6. Système d'ascenseur (10) selon les revendications 1 à 5, caractérisé en ce que la cabine supérieure (K2) est suspendue dans une zone de fixation supérieure centrale (15.2, 15.22) à une extrémité du brin de moyen porteur (TA).
  7. Système d'ascenseur (10) selon l'une des revendications 1 à 6, caractérisé en ce que les transmetteurs incrémentiels (I1, I2) comprennent chacun une poulie (20.1, 20.2), de préférence une roue de friction, qui est apte à être mise en rotation par le moyen porteur (TB) qui passe, destiné à porter la cabine inférieure (K1), ou par le câble inférieur (SA) de la cabine supérieure (K2).
  8. Système d'ascenseur (10) selon la revendication 7, caractérisé en ce qu'il est prévu sur la poulie (20.1, 20.2) un décodeur (21), de préférence un décodeur angulaire, qui détecte une rotation (R) de la poulie (20.1, 20.2) et envoie les informations correspondantes (Ir) à une unité de sécurité (S1, S2) de la cabine (K1, K2) concernée.
  9. Système d'ascenseur (10) selon l'une des revendications 1 à 8, caractérisé en ce qu'il est prévu pour chaque cabine d'ascenseur (K1, K2) une bande de code (C1, C2), étant précisé que le lecteur de code (L1, L2) balaie sans contact, de préférence par voie optique ou magnétique, la bande de code (C1, C2) concernée, que le premier lecteur de code (L1) fournit à la première unité de sécurité (S1) des informations (Ic) sur la position absolue momentanée (L1ist) et sur la vitesse momentanée (V1ist) de la cabine inférieure (K1), et que le second lecteur de code (L2) fournit à la seconde unité de sécurité (S2) des informations (Ic) sur la position absolue momentanée (L2ist) et sur la vitesse momentanée (V2ist) de la cabine supérieure (K2).
  10. Système d'ascenseur (10) selon la revendication 9, caractérisé
    - en ce qu'il est prévu sur la cabine inférieure (K1) un premier limiteur de vitesse (G1) qui est apte à être contrôlé par la première unité de sécurité (S1), étant précisé que la première unité de sécurité (S1) déclenche le premier limiteur de vitesse (G1) au cas où la vitesse momentanée (V1ist) de la cabine inférieure (K1) dépasse une vitesse limite maximale autorisée (Vmax),
    - en ce qu'il est prévu sur la cabine supérieure (K2) un second limiteur de vitesse (G2) qui est apte à être contrôlé par la seconde unité de sécurité (S2), étant précisé que la seconde unité de sécurité (S2) déclenche le second limiteur de vitesse (G2) au cas où la vitesse momentanée (V2ist) de la cabine supérieure (K2) dépasse une vitesse limite maximale autorisée (Vmax).
  11. Système d'ascenseur (10) selon l'une des revendications 1 à 10 précédentes, caractérisé en ce qu'il est prévu pour chaque cabine d'ascenseur (K1, K2) un dispositif de mesure de distance au laser (30) qui mesure la distance (D) par rapport à l'autre cabine (K2, K1) et/ou la distance par rapport à une extrémité de gaine.
EP08865171A 2007-12-21 2008-12-08 Système d'ascenseur avec contrôle de distance Not-in-force EP2234912B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP08865171A EP2234912B1 (fr) 2007-12-21 2008-12-08 Système d'ascenseur avec contrôle de distance

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
EP07124008 2007-12-21
PCT/EP2008/066992 WO2009080478A1 (fr) 2007-12-21 2008-12-08 Système d'ascenseur avec contrôle de distance
EP08865171A EP2234912B1 (fr) 2007-12-21 2008-12-08 Système d'ascenseur avec contrôle de distance

Publications (2)

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EP2234912A1 EP2234912A1 (fr) 2010-10-06
EP2234912B1 true EP2234912B1 (fr) 2012-06-06

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EP08865171A Not-in-force EP2234912B1 (fr) 2007-12-21 2008-12-08 Système d'ascenseur avec contrôle de distance

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US (1) US8439167B2 (fr)
EP (1) EP2234912B1 (fr)
CN (1) CN101945817B (fr)
AU (1) AU2008340463A1 (fr)
BR (1) BRPI0821756A2 (fr)
HK (1) HK1149245A1 (fr)
TW (1) TW200936482A (fr)
WO (1) WO2009080478A1 (fr)

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Also Published As

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CN101945817B (zh) 2013-04-03
TW200936482A (en) 2009-09-01
AU2008340463A1 (en) 2009-07-02
BRPI0821756A2 (pt) 2015-06-16
US8439167B2 (en) 2013-05-14
CN101945817A (zh) 2011-01-12
HK1149245A1 (en) 2011-09-30
EP2234912A1 (fr) 2010-10-06
WO2009080478A1 (fr) 2009-07-02
US20110031069A1 (en) 2011-02-10

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