EP2614027B1 - Method for controlling a drive motor of a lift system - Google Patents

Description

The invention relates to a method for controlling a drive machine of an elevator installation.

Methods for controlling the prime mover of elevator installations differ mainly in the type of speed control and in the manner of detecting the position of the elevator car.

In elevator systems for high demands in terms of driving speed and transport capacity, the position of the elevator car is advantageously detected by an absolute position measuring system that provides the elevator control information in every situation, from which the elevator control recognizes the current position of the elevator car. The driving speed is controlled in accordance with a distance-speed profile, the course of which is determined as a function of the driving distance between a starting position and a destination position before the start of the journey.

In elevator systems for medium demands in terms of driving speed and transport capacity, the position of the elevator car is usually detected by a position detection system with a displacement sensor. Such a displacement sensor is usually designed as an incremental shaft encoder and is driven by a transmission mechanism by the movement of the elevator car. In an often used embodiment, an incremental encoder is coupled to the rotating axis of the pulley of a speed limiter, with a wire rope transmitting the movement of the elevator car to the pulley of the speed limiter and thus forming the aforementioned transmission mechanism.

A displacement sensor provides the elevator control with signals from which the elevator control can directly derive travel distances, speed and acceleration of a movement of the elevator car. The information about the position of the elevator car is detected by adding up the detected driving distances. It may therefore be corrupted or lost due, for example, to signal transmission or power supply interruptions, requiring measures to restore the correct position in the position sensing system.
Out WO 01/70613 Such a position detection system for an elevator car of an elevator installation is known. In the described device registers the elevator control the current position of the elevator car over the entire driving distance on the basis of signals from an incremental shaft encoder coupled to the pulley of a speed limiter and thus to the movement of the elevator car. However, glitches and in particular slippage in the cable drive coupling the movement of the elevator car with the incremental rotary encoder cause deviations between the currently registered position of the elevator car determined on the basis of the signals of the incremental rotary encoder and the actual current cabin position. To compensate for the effect of such interference, the currently registered position of the elevator car is corrected upon arrival of the elevator car at a destination stop and / or as it passes by intermediate stops. This is achieved by detecting a stop mark associated with a specific stop using a stop position sensor attached to the elevator car, whereupon the position of the elevator car currently registered in the elevator control is corrected in accordance with the stop position value assigned and stored to the respective stop. In addition, the elevator controller is designed to correct a stored stop position value if it repeatedly gives rise to significant and in the same direction corrections to the currently registered position of the elevator car.

In the cited prior art, in which slip corrections are only performed when the stop mark of the destination stop is reached, the retraction of the elevator car into the area of this stop marking must take place at a reduced driving speed. This is due to the fact that the slip occurring in the coupling between the movement of the elevator car and the movement of the incremental rotary encoder can lead to such a large deviation of the currently registered elevator car position from the actual current elevator car position that during the retraction of the elevator car into the area the stop mark of the target stop existing, position-dependent driving speed of the elevator car is so high that a deceleration is no longer possible until reaching the target stop position. Such a situation leads to disturbances of the normal elevator operation and can even lead to the shutdown of the elevator installation. However, said slip-related deviation can also be such that the travel speed of the elevator car already present when the elevator car enters the stop mark of the destination stop is already too low, so that an extended drive with low speed and correspondingly increased travel time is required to reach the target stop position Out US5896950 For example, another prior art position sensing system is known.

The object of the present invention is to provide a more cost-effective and with regard to travel time optimized method for controlling a drive machine of an elevator installation, by the use of which the disadvantages of the elevator system mentioned as prior art are avoided. Another object of the invention is to provide such a method which does not require an additional travel sensor for directly detecting the movement of the elevator car.

The object is achieved by a method having the features of independent claim 1 and by a device for carrying out this method according to another independent claim. Advantageous embodiments and further developments of the inventive method will become apparent from the dependent claims.

The method according to the invention is a method for controlling a drive machine of an elevator installation, in which elevator installation an elevator cage can be moved by the drive machine via a traction sheave and at least one flexible suspension element along a roadway and stopped at stop positions of several stops. In this case, a movement of the elevator car on the basis of signals coupled to a rotational movement of the drive machine or the traction sheave encoder detected by an elevator control and before the start of a ride of the elevator car by an elevator control a movement history in the form of a path-speed profile for a ride Elevator car calculated from a current elevator car position to a target stop position, wherein in the calculation of the path-speed profile, an expected slip between the traction sheave and the support means is calculated in order to ensure compliance with the calculated course of movement despite slippage. During the travel of the elevator car, the elevator control controls a rotational movement of the drive machine and thus of the traction sheave as a function of the calculated path-speed profile and of signals of the rotary encoder by the elevator control.
The term "suspension means" in the present disclosure means flexible traction means, for example in the form of steel wire ropes, flat belts, V-ribbed belts or link chains suitable for carrying and driving an elevator car and a counterweight.

The term "elevator control" is to be understood as meaning all control components involved in the control of the elevator installation, regardless of their function and arrangement in the elevator installation.

As a rotary encoder are devices in which the rotational movement of the drive machine is detected, for example, by scanning perforated discs, slotted discs, slices or Magnetpolscheiben, the sampling can be done for example by means of photoelectric sensors, laser reflection styluses, inductive sensors or magnetic sensors.

The method according to the invention has the advantage that the incremental rotary encoder coupled to the pulley of the speed limiter and required for the method mentioned above as the prior art can be saved for detecting the movement of the elevator car. It is also possible to save the device for evaluating this incremental encoder as well as the expenditure for its installation. This is achieved by using the signals of a rotary encoder which is present in any case for the regulation of the rotational speed of the drive machine for detecting the movement of the elevator car. However, this encoder detects the rotational movement of the prime mover or the traction sheave. The information provided by him about the movement of the elevator car is therefore subject to a slip caused by slippage between traction sheave and suspension means, dependent on the cabin load and the direction of travel error.

By calculating and specifying a slip-corrected path-speed profile is made possible to perform trips of the elevator car between a current elevator car position and a destination stop in the shortest possible travel time, ie with optimal path-speed profile. The consideration of the expected slip in the calculation of the path-speed profile has the advantageous effect that the elevator car on reaching the target stop, ie upon detection of the beginning of a stop mark associated with the target stop, with great accuracy calculated for this situation, optimal driving speed Has. This optimum driving speed is that speed at which deceleration of the elevator car with permissible deceleration values within a driving distance corresponding to half the length of the stop marking is still reliably possible up to the correct stop position.

According to a preferred embodiment variant of the method, an actual travel distance between a current elevator car position and a target stop position is calculated by the elevator control before the start of a journey of the elevator car on the basis of the known lift position values registered in the elevator control, on the basis of this actual travel distance and the expected slip between calculated a slip-corrected driving distance of the traction sheave and the support means and calculated on the basis of this slip-corrected driving distance, the path-speed profile for a ride of the elevator car from the current elevator car position until reaching the target stop position. By factoring in the expected slip into the travel distance calculated for the intended trip of the elevator car and thus into the calculation of the travel-speed profile optimized for this travel distance, one of the requirements for reaching the stop mark of the destination stop is calculated with the calculated for this situation , highest possible driving speed and thus for the shortest possible driving time.

According to a further embodiment variant of the method, the stops positions are marked by stop markings and the stop markings detected by at least one attached to the elevator car stop sensor, the stop markings of all stops - measured in the direction of travel of the elevator car - the same length and at least as long be such that stopping the elevator car within half the length of the stop markers is possible, and the stop markers and the stop sensor are arranged so that a car floor of the elevator car is at a stop position level when the elevator car is going up or down after detection a start of a stop mark is still moved by half the length of the stop mark. With such an embodiment of the method, a sufficiently accurate positioning of the elevator car relative to the stops can be realized in a particularly simple and cost-effective manner.

According to a further embodiment variant of the method, the drive machine is controlled during a drive of the elevator car so that the elevator car is moved according to the calculated path-speed profile of the current elevator car position until reaching a stop marking an intermediate stop or a destination stop, wherein upon reaching such stops marking a correction of the elevator car position currently registered in the elevator control and a corresponding correction of the travel-speed profile for the remaining distance still to be covered by the elevator car up to the destination stop position takes place. Thus, a further optimization of the method is realized, with the aim of even better to ensure the achievement of the stop mark of the target stop with the calculated for this situation, optimum driving speed. In the present disclosure, intermediate stops are those stops at which the elevator car passes on its way from its current position to a destination stop assigned to the current journey.

According to a further embodiment variant of the method, differently sized slip factors are calculated to calculate the slip-corrected driving distance, the size of which depends on a cabin load present during the respective travel of the elevator car.
By the use of slip factors whose size has been determined during trips of the elevator car with different levels of cabin loads, accuracy and efficiency of the inventive method are further optimized.

According to a further embodiment variant of the method, the commissioning of an elevator system operated according to the method according to the invention comprises the determination of all stop positions. This is achieved by carrying out a learning run of the elevator car, preferably without cabin load, when the elevator installation is started up, in which the stop position values of all stops are determined and registered. Upon completion of the learn run, a learn run slip factor is determined and the registered stop position values are corrected in response to the learned learn run slip factor. This procedure makes it possible to register all stop position values of a newly installed elevator installation with sufficient accuracy in a small amount of time, although the coupling of the rotary encoder to the movement of the elevator cage is slippery.

According to a further embodiment variant of the method, the learning run is carried out without cabin load or with a cabin load of less than 30% of the nominal load. This embodiment variant, which can only be realized thanks to the slip correction, saves the commissioning specialist the tedious loading and unloading of the elevator car for carrying out the learning run.

According to a further embodiment variant of the method, the elevator car first performs an outward or downward direction during the learning journey, in which a stop sensor attached to the elevator car first detects a zero position mark and then the stop markings of all stops, and subsequently the elevator car leads a return from, in which the stop sensor again reaches the zero position mark and detected. In this case, on the way out on detection of each one of the stop markers by the stop sensor sensor detected by means of the encoder travel distance from the zero position marker to the beginning of the detected stop mark is corrected by half the length of the stop mark and registered as Haltestellenpositionswert. This embodiment variant of the method enables a simple and time-saving detection of the stop position values of all stops of the elevator installation.

According to a further embodiment variant of the method, the above-mentioned learning travel slip factor is detected by detecting the travel distance between a specific point in the area of the outward travel and a reversal position at the end of outward travel based on the signals of the rotary encoder, the travel distance between the reversing position on the End of the outward journey and the specific point in the area of the beginning of the outward journey is detected on the basis of the signals of the rotary encoder, and at the end of the learning run a difference between the two detected travel distances - which difference represents the total slip occurred during the round trip - by the at the total number of round trips recorded is divided. This refinement of the method enables an extremely simple determination of a learning drive slip factor with which the stop position values determined with a slip-related measurement can be corrected.

According to a further embodiment variant of the method, as a basis for calculating the expected slip in the calculation of the path-speed profiles, actual-value slip factors that depend on the instantaneous cabin load are determined. This is achieved by determining a first value for a defined driving distance between the start stop and the destination stop on the basis of the signals of the rotary encoder after driving the elevator car during normal operation of the elevator installation, a second value for the defined travel distance on the basis of the registered stop position values the starting stop and the destination stop are determined, and the quotient of the first and the second value is dynamically stored as an actual value slip factor associated with one of a plurality of cabin load areas, wherein in order to determine this assignment, the cabin load existing during the respective travel of the elevator car is detected by the elevator control. The term "defined driving distance" should be understood to mean a travel distance that can be detected accurately and calculated by the stop travel sensor, for example a distance between the end of the stop mark of the start stop and the start detected by the stop position sensor and calculable from the stop positions the stop mark of the destination stop. Such an embodiment of the method forms the basis for another advantageous refinement of the method in which a calculated actual travel distance between a current elevator car position and a destination stop position of a travel to be executed is corrected on the basis of a load-dependent slip factor, wherein the corrected driving distance then forms the basis for calculating the Path-speed profile for the control of the drive machine during the travel of the elevator car forms.

The term "dynamically stored" in the present context means a storage of values according to the FIFO principle (first in-first out). In this principle, for example, in a FIFO memory comprising a series of memory lines, the values of newly calculated actual value slip factors are registered in a first memory line, the existing contents of all memory lines being shifted one position in the row and the content the last memory space is lost.

According to a further embodiment variant of the method, each of the calculated actual slip factors is stored under assignment to one of a plurality of cabin load areas or both to one of a plurality of cabin load areas and to one of the two directions of travel, the assignment corresponding to the car load or the direction of travel takes place at the drive of the elevator car were present, in which the respective actual slip factor was determined. This creates a basis for being able to provide load-dependent slip factors with which the path-speed profiles of future journeys of the elevator car can be calculated taking into account the expected slip between the traction sheave and the suspension elements.

According to a further embodiment variant of the method, the elevator control comprises a table memory in which in each case one table column is one of several Cabins load areas or both one of a plurality of cabin load areas and one of the two directions of travel is assigned, the calculated after driving the elevator car actual value slip factors are dynamically stored in each of those table columns, which is assigned to that cabin load area or the direction of travel, the cabin load or the Direction includes, which has been present at the respective completed ride the elevator car. With such an embodiment of the method, it is achieved that actual value slip factors determined in connection with a specific cabin loading area can be stored with assignment to the corresponding cabin load area, so that they can be used for further calculation of path-speed profiles of future launches of the elevator car with the same Cab loading area can be retrieved.

According to a further embodiment variant of the method, a limited number of last calculated, each one of the table columns associated actual value slip factors are dynamically stored, calculated for each of the table columns periodically a mean value of the load-dependent slip factors stored therein and these averages as information in the form of current load-dependent slip factors for the calculation of path-speed profiles for movements of the elevator car from each current elevator car position provided until reaching a target stop position.
The periodic determination of average values of the last stored actual slip factors assigned to each cabin loading area makes it possible to provide current load-dependent slip factors which take into account not only the current cabin load but also temporal changes of the slip occurring between the traction sheave and the suspension element.

According to a further embodiment variant of the method, a currently registered elevator car position is continuously determined during a journey of the elevator car in the elevator control on the basis of the signals of the encoder, and due to the currently registered elevator car position and calculated before driving the elevator car path-speed profile is by the elevator control controls the instantaneous rotational speed of the prime mover or of the traction sheave, wherein upon detection of a stop mark of an intermediate stop lying between a start stop and the destination stop, a correction of the momentarily registered Elevator car position is performed on the basis of this stop mark associated with the learning drive stop position value.
Such an embodiment of the method ensures that during long trips of the elevator car over several stops, the deviations between the currently registered and the actual elevator car position which still occur despite slip compensation are not added up.

According to a further embodiment variant of the method, after the correction of the currently registered elevator car position, the travel distance between the currently registered elevator car position and the target parking position is recalculated and corrected with the current load-dependent slip factor, and a new travel distance is calculated based on the newly calculated travel distance corrected with the current load-dependent slip factor new route-speed profile calculated for the travel of the elevator car from the currently registered elevator car position to the destination stop position. This achieves a further reduction in the deviation of the travel of the elevator car from an optimum path-speed profile.

Fig. 1

zeigt einen schematischen Querschnitt durch eine für die Anwendung des erfindungsgemässen Verfahrens geeignete Aufzugsanlage mit den für die Durchführung des Verfahrens relevanten Komponenten.

Fig. 1A

zeigt einen vergrösserten Ausschnitt aus Fig. 1 mit Details der Einrichtung zur Detektion der Haltestellenpositionen.

Fig. 2

zeigt ein nach dem Verfahren berechnetes Weg-Geschwindigkeits-Profil für eine Fahrt der Aufzugskabine über eine relativ grosse Distanz.

Fig. 3

zeigt ein nach dem Verfahren berechnetes Weg-Geschwindigkeits-Profil für eine Fahrt der Aufzugskabine über eine relativ kleine Distanz.

Fig. 4 und 5

zeigen, wie die in der Aufzugsteuerung momentan registrierte Aufzugskabinenposition periodisch der tatsächlichen momentanen Aufzugskabinenposition angepasst wird.

Fig. 6

zeigt ein berechnetes Weg-Geschwindigkeits-Profil mit einer wegverlängernden Korrektur bei der Vorbeifahrt der Aufzugskabine an der vor der Zielhaltestelle liegenden Haltestelle.

Fig. 7

zeigt ein berechnetes Weg-Geschwindigkeits-Profil mit einer wegverkürzenden Korrektur bei der Vorbeifahrt der Aufzugskabine an der vor der Zielhaltestelle liegenden Haltestelle.

Fig. 8

zeigt ein Weg-Geschwindigkeits-Profil wie in Fig. 7, jedoch mit zusätzlicher wegverkürzender Korrektur bei der Ankunft der Aufzugskabine an der Zielhaltestelle.

Fig. 9

zeigt eine Darstellung einer Lernfahrt zur Ermittlung der Haltestellenposition und die Herleitung eines Lernfahrt-Schlupffaktors.

Fig. 10

zeigt einen Ablaufplan mit den wichtigsten Verfahrensschritten des erfindungsgemässen Verfahrens

An exemplary embodiment of the inventive method is explained below with reference to the accompanying drawings.

Fig. 1

shows a schematic cross section through an appropriate for the application of the inventive method elevator system with the relevant for the implementation of the method components.

Fig. 1A

shows an enlarged section Fig. 1 with details of the means for detecting the stop positions.

Fig. 2

shows a calculated by the method path-speed profile for a ride of the elevator car over a relatively large distance.

Fig. 3

shows a calculated according to the method way-speed profile for a ride of the elevator car over a relatively small distance.

4 and 5

show how the elevator car position currently registered in the elevator control is periodically adjusted to the actual current elevator car position.

Fig. 6

shows a calculated path-speed profile with a Wegverlängernden correction in the passage of the elevator car at the lying in front of the destination stop stop.

Fig. 7

shows a calculated path-speed profile with a shortening correction in the passage of the elevator car at the lying in front of the destination stop stop.

Fig. 8

shows a path-speed profile as in Fig. 7 but with additional shortening correction on arrival of the elevator car at the destination stop.

Fig. 9

shows a representation of a learning trip to determine the stop position and the derivation of a learning drive slip factor.

Fig. 10

shows a flowchart with the most important procedural steps of the inventive method

In Fig. 1 is schematically and exemplified an elevator system 1, in which the inventive method for controlling the drive machine is advantageously applicable. The elevator installation essentially comprises an elevator shaft 2, in which elevator shaft an elevator cage 3 and a counterweight 4 are suspended on suspension elements 5. The elevator car 3 and the counterweight 4 are upwardly and downwardly movable by the suspension elements 5 along a vertical roadway and can be stopped at several stops 7. The driving force for moving the elevator car 3 and the counterweight 4 is generated by a drive machine 8 and transmitted via a traction sheave 9 on the support means 5 and by the suspension means to the elevator car and the counterweight. An elevator control 10 controls and monitors the functions of the elevator installation 1. Reference numeral 11 denotes a load-measuring device which provides the elevator control 10 with information about the size of the cabin load currently present in the elevator car 3.
The elevator shaft has a plurality of shaft accessways, which are usually assigned in each case to one floor of a building and are referred to as stops 7. During operation of the elevator installation, the elevator car 3 is moved by the drive machine 8 in each case from a current elevator car position - usually from a stop location 18 assigned to a stop 7 - in which the elevator car is currently located, to a stop position 18 assigned to another stop 7. In this case, the rotational movement of the drive machine 8 is controlled or regulated by an elevator control 10 in such a way that a travel of the elevator car 3 is carried out in the shortest possible time, ie requires the shortest possible travel time. This is achieved by the elevator control 10 calculating a suitable path-speed profile for the travel to be carried out before each trip of the elevator car 3. An optimal course of this path-speed profile is on the one hand of unchanging technical Conditions such as permissible acceleration, permissible deceleration and maximum speed and, on the other hand, dependent on situation-dependent influencing factors. The most important situation-dependent influencing factor is the length of the elevator car to be executed, ie the distance between the start stop and the destination stop or between the current elevator car position and the destination stop position. The current cabin load, for example, could also enter into the calculation of the path-speed profile as a situation-dependent influencing factor.

In order to be able to realize a movement of the elevator car 3 in accordance with the calculated path-speed profile, the rotational speed of the drive machine 8 is regulated by means of a control device belonging to the elevator control 10. In order to operate this control device as a closed loop, a motion sensor is required for the feedback of the motion data of the drive machine to the control device. In the present exemplary embodiment, such a motion sensor is present in the form of an incremental rotary encoder 12 coupled to the motor shaft of the drive machine 8 or to the traction sheave 9.

In addition, a stop sensor 15 is mounted on the elevator car 3, which detects when driving past or stopping at one of the stops 7, the beginning of the stop mark associated with the respective stop. The stop markers 13 and the stop position sensor 15 are positioned so that the elevator car 3 is in the stop position associated with the respective stop 7 - d. H. in a position in which the floor of the elevator car and the floor of the station are at the same level - after the elevator car in up or down after the detection of the viewed in the direction of travel start of the associated stop mark 13 or the known half length of the stop mark further has been moved. If this condition remains satisfied, the arrangement of the stop position sensor 15 in the vertical direction on the elevator car 3 can be freely selected.

FIGS. 2 and 3 show schematically path-speed profiles 20.1, 20.2 for trips of the elevator car. In each case one XV-coordinate system, the X-coordinate of the driving distance of the elevator car and the V-coordinate of the driving distance dependent on said driving distance of the elevator car are assigned. Stations 7 of the elevator installation are symbolically entered on the X-coordinate.

In Fig. 2 a travel-speed profile 20.1 of a travel of the elevator car 3 over a relatively long driving distance is shown. Given the acceleration, given deceleration and given maximum speed of the elevator car, a path-speed profile is calculated and activated in which the elevator car reaches a maximum speed after an acceleration phase, keeps it constant over a certain driving distance until the beginning of a deceleration phase and then into a deceleration phase with constant delay passes. The path-velocity profile is calculated so that at the end of the deceleration phase, the elevator car would stop at the target stop position if no disturbances such as slippage in the drive system or, for example, changes in distances between the stops due to building shrinkage occur.

In Fig. 3 For example, a travel-speed profile 20.2 of a travel of the elevator car 3 over a relatively short driving distance is shown. Given a given acceleration, given deceleration and given maximum speed of the elevator car, a path-speed profile is calculated and activated for this, in which the travel speed of the elevator car can not reach its maximum, but transitions directly from the acceleration phase into the deceleration phase. The travel-speed profile is also calculated for such short travel distances such that at the end of the deceleration phase the elevator car would stop at the target stop position if no disturbances such as slippage between the traction sheave 9 and the suspension means 5 or long-term changes in the distances between the stops 7 would occur as a result of building shrinkage.

From the signals of the incremental rotary encoder 12, the movement data of the drive machine 8 and the traction sheave 9 can be derived not only at any time, but theoretically also the movement data of the support means 5 and thus the elevator car 3. In particular, the elevator control 10 by evaluating the signals of Incremental encoder 12 and summing the derived driving distances determine the current elevator car position and register. Hereinafter, the current elevator car position registered in the elevator controller will be referred to as "currently registered elevator car position". In fact, however, the transmission of the movement of the traction sheave 9 on the support means 5 and thus on the elevator car 3 is subject to slippage, the size of this slip from the existing during a ride cabin load and by the time-varying coefficients of friction between the traction sheave and Suspension is dependent. But that is also the Coupling of the movement of the incremental shaft encoder with the movement of the elevator car is subject to slip. Without corrective measures, in the operation of the elevator installation, unduly large deviations of the currently registered elevator car position from the actual instantaneous position of the elevator car 3 would occur as a consequence of this slip.

Based on 4 and 5 a first measure to avoid unacceptably large deviations between the currently registered and the actual current elevator car position is explained. The 4 and 5 show schematically the elevator system according to Fig. 1A , wherein the elevator car 3 is respectively moved in the upward direction at the stops 7. In the representation according to Fig. 4 the elevator car 3 has a low cabin load, so that the counterweight 4 is heavier than the total weight of the elevator car. In the representation according to Fig. 5 the elevator car 3 has a relatively high cabin load, so that the total weight of the elevator car 3 is heavier than the counterweight 4. In each case one XY-coordinate system, the actual current elevator car position 17 is entered on the X-coordinate and the currently registered elevator car position 16 on the Y-coordinate. With the reference numeral 18, the stops positions of the stops 7 are marked. The curves 19.1, 19.2 show a typical course of the currently registered in the elevator control elevator car position 16 depending on the actual current elevator car position 17. The currently registered elevator car position 16 is determined on the one hand from the signals of the incremental encoder 12 and on the other - according to the below described first measure-while driving the elevator car 3 due to the known, preferably determined during a learning trip stop position values of the respective stops 7 corrected.

Thus, this first measure consists in correcting the elevator car position 16 currently registered in the elevator control 10 at each of the stops 7 by registering the known and stored in the elevator control 10 stop position value of each stop as a new currently registered elevator car position 16 becomes. For this purpose, all stops 7 are each provided with a stop mark 13, wherein all stops mark a - considered in the direction of travel of the elevator car - uniform length and are arranged relative to the respective assigned stop 7 at the same level. The attached to the elevator car 3 stop sensor 15 detects when passing or stopping at a stop each of the beginning of the associated Stop mark 13. This situation is in the 4 and 5 shown. As mentioned above, the stop markers 13 and the stop position sensor 15 are positioned so that the elevator car 3 is in a stop position associated with the respective stop 7 after the elevator car ascends or descends upon detection of the heading of the associated stop mark 13 as viewed in the direction of travel has been moved to the known half-length of the stop mark further. Each time you drive past one of the stops 7, upon detection of the start of the stop mark 13 associated with that stop, the elevator car position 16 currently registered in the elevator control is corrected according to a stop position value registered in the elevator controller for the respective stop 7, preferably detected during a learning trip. In this case, to determine the currently registered elevator car position 16 upon detection of the beginning of the stop mark 13 of the half length of the stop mark corresponding, remaining distance to the stop position when driving upwards - ie subtracted from the known stop position value and added when driving downhill - in positive direction. Upon further travel, starting from the respectively corrected currently registered elevator car position, the change of the currently registered elevator car position is registered on the basis of the signals of the incremental rotary encoder 12 until the target stop position is reached or a new correction is made.

Alternatively, instead of the - considered in the direction of travel of the elevator car - the beginning of a stop mark and its end can be detected. In order to determine the currently registered elevator car position 16, in this case, the distance corresponding to half the length of the stop mark 13 is the distance to the assigned stop position when driving upwards - d. H. in the positive direction of travel - to add to the known stop position value and to subtract from it when driving downwards.

At the in Fig. 4 shown situation, the weight of the counterweight 4 is greater than the total weight of the low-loaded elevator car 3, so that when an upward movement of the elevator car, a negative slip between the support means 5 and traction sheave 9 results, ie a slip of the support means against the traction surface of the traction sheave in the direction of movement the traction surface. Such a negative slip causes the currently registered elevator car position 16, as determined from the signals of the incremental encoder, to show an ever-increasing negative deviation from the actual current elevator car position as the driving distance in the upward direction increases having. From the curve 19.1 in Fig. 4 It can be seen that in each case upon detection of one of the stop markings 13, the currently registered elevator cage position-as described above-is corrected in accordance with the known stop position value, that is to say in the case of FIG Fig. 4 shown situation is increased.

At the in Fig. 5 shown situation, the weight of the counterweight 4 is less than the total weight of the heavily loaded elevator car 3, so that when an upward movement of the elevator car positive slippage between support means 5 and traction sheave 9 results, ie a slip of the support means relative to the traction surface of the traction sheave, the movement this traction surface is opposite. Such a positive slip has the consequence that the currently registered elevator car position 16 determined from the signals of the incremental rotary encoder has an ever increasing positive deviation from the actual current elevator car position with increasing travel distance in the upward direction. From the curve 19.2 in Fig. 5 It can be seen that each time one of the stop markings 13 is detected, the currently registered elevator cage position 16 is corrected as described above in accordance with the known stop position value, that is, at the time point in FIG Fig. 5 shown situation is reduced.

Immediately after the correction of the currently registered elevator car position 16, the path-speed profile 20.1, 20.2 (FIG. Fig. 2, 3rd ) is recalculated and activated according to the corrected currently registered elevator car position for the remaining distance of travel of the elevator car to the destination stop position. This ensures that the stop mark 13 of the target stop is reached at the scheduled driving speed, which ensures that the deceleration of the elevator car 3 can take place until the target stop position 18 is reached with the intended delay and in the shortest possible time.

Such a correction of the currently registered elevator car position 16 with corresponding adaptation of the path-speed profile for the remaining distance remaining for the travel of the elevator car to the destination stop position 18 is usually carried out when driving past at each intermediate stop. Alternatively, such an adjustment may additionally occur upon reaching the beginning of the stop mark 13 of the destination stop.

In a further alternative embodiment, the detection of a start of a stop marking 13, as viewed in the direction of travel of the elevator car, may be detected in each case the above-described correction of the stop position position value can be carried out, and in the subsequent detection of the end of the stop mark 13, the remaining distance of travel of the elevator car 3 to the target stop position and the distance-velocity profile 20.1, 20.2 corresponding to this remaining distance can be recalculated and activated.

Based on FIGS. 6, 7 and 8 will be explained below, what is meant by an adjustment or a correction of the active path-speed profile 20 during a journey of the elevator car 3. As already mentioned in connection with the FIGS. 2 and 3 are also described in the FIGS. 6, 7 and 8 Path-speed profiles displayed in XV-coordinate systems. In each case, the X coordinate of the travel distance of the elevator car and the V coordinate of the driving distance dependent on the said travel distance are assigned to the elevator car. The stops 7 of the elevator installation are symbolically entered on the X-coordinate.
Fig. 6 shows a course of the driving speed of the elevator car or a speed profile for such a trip over several stops 7. Based on the active prior to reaching the stop mark 13.2 the last intermediate stop 7.2, shown as a dashed line path speed profile 20.6, the elevator car 3 due positive slip in the coupling between the movement of the elevator car and the incremental shaft encoder 12 coupled to the prime mover (FIG. Fig. 1 ) the stop mark 13.1 of the target stop 7.1 not reach or with too low driving speed. This would have at least an increased travel time result, since the elevator car would have to cover a relatively large distance at a greatly reduced speed at the end of the journey. With relatively large deviations of the currently registered elevator car position from the actual current position of the elevator car, a standstill of the elevator system could even result in this situation. In the detection of the stop mark 13.2 lying before the target stop 7.1 intermediate stop 7.2, however, is calculated by the elevator controller 10 from the known Haltestellenpositionswerten the intermediate stop 7.2 and the Zielhaltestelle 7.1 the actual remaining distance for the journey of the elevator car (3) to the Zielhaltestellenposition 18.1 and on Because of this residual distance, a new, corrected path-speed profile 20.6.1 is calculated and activated in Fig. 6 is shown as a full line. The newly calculated and activated path-speed profile causes the elevator car 3 to reach the stop mark 13.1 of the destination stop 7.1 at a scheduled driving speed, so that it is ensured that the braking of the elevator car within the driving distance between the detection of Stop mark 13.1 of the target stop 7.1 and the achievement of the Zielhaltestellungposition18.1 can be done with the intended delay and in the intended, optimized time.

Fig. 7 shows how Fig. 6 Based on the active prior to reaching the stop mark 13.2 the last intermediate stop 7.2, shown as a dashed line path-speed profile 20.7 would the elevator car - here due to negative slippage in the coupling between the Movement of the elevator car and the coupled with the engine 8 incremental encoder 12 - reach the stop mark 13.1 of the target stop 7.1 at too high speed. This would mean that with relatively large deviations of the currently registered elevator car position from the actual instantaneous position of the elevator car stopping the elevator car at the destination stop 7.1 with a permissible delay would no longer be possible, which would lead to driving over the Zielhaltestellenposition and to a standstill of the elevator system , In the detection of the stop mark 13.2 lying before the target stop 7.1 intermediate stop 7.2, however, in this case by the elevator control 10 from the known Haltestellenpositionswerten the intermediate stop 7.2 and the Zielhaltestelle 7.1 the actual remaining distance for the journey of the elevator car (3) to the stop position calculates the target stop 7.1 and calculated on the basis of this residual distance a new, corrected path-speed profile 20.7.1 and activated, which in Fig. 7 is shown as a full line. The newly calculated and activated path-speed profile 20.7.1 also in this case causes the elevator car to reach the stop mark 13.1 of the destination stop 7.1 at the scheduled driving speed, so that the deceleration of the elevator car within the driving distance between the detection of the stop marker 13.1 of the destination stop 7.1 and reaching the stop position 18.1 of the target stop 7.1 can be done with the intended delay.

In usual courses of the driving speed, as in the Fig. 6 and Fig. 7 are shown, each time a stop mark 13 of one of the intermediate stops 7 is detected, a new travel speed profile 20 is calculated and activated on the basis of the actually remaining distance. This is in the 6 and 7 deliberately not shown, also because even with a large distance of the elevator car from the destination stop the corrections of the path-speed profile are still so small that they would be barely recognizable. Fig. 8 shows in an enlarged view an end portion of a path-speed profile, which on the in Fig. 7 shown path-speed profile 20.7.1 based. In Fig. 8 However, a modified embodiment of the method can be seen. In this embodiment, upon detection of the stop mark 13.1 of the target stop 7.1, a new, corrected path-speed profile 20.7.2 is calculated and activated for the remaining distance remaining between the position of the stop mark detection of the target stop and the target stop position. This new, corrected path-speed profile 20.7.2 concludes according to Fig. 7 already corrected over the original path-speed profile 20.7 corrected path-speed profile 20.7.1. With the basis of Fig. 8 The change shown can be achieved an additional improved stopping accuracy at the Zielhaltestellenposition 18.1.

In the following, a further measure to avoid unacceptably large deviations between the currently registered and the actual elevator car position is explained. When calculating one of the with the FIGS. 2, 3, 6, 7 and 8 described path-speed profiles 20.1, 20.2, 20.6, 20.7 for a drive of the elevator car from a start position to a destination stop, or in the recalculation of a path-speed profile when driving past the elevator car 3 at a lying between the start position and the Zielhaltestellenposition Stop 7, the expected during the ride slip between the traction sheave 9 and the support means 5 is calculated. This is preferably done by multiplying the travel distance between a start position of the elevator car and the destination stop position, or a calculated remaining distance between an intermediate stop and the destination stop, calculated by the elevator controller 10 by a slip factor, and then on Because of this slip-corrected driving distance or residual distance, a distance-speed profile 20 for the journey is calculated and activated until the target stop position is reached.

The slip occurring during a travel of the elevator car 3 between the traction sheave 9 and the suspension elements 5 is highly dependent on the existing during the trip cabin load by passengers or cargo. A further measure to avoid unacceptably large deviations between the currently registered and the actual elevator car position is therefore that the slip correction described above takes place in that the calculated driving distance between the current elevator car position and the target stop position, or the calculated remaining distance remaining to the target stop position is multiplied by a load-dependent slip factor f _{S / b} . Such load-dependent slip factors are stored in association with a respective one of a plurality of cabin load areas in a table memory of the elevator control. In order to carry out a slip correction as described above, a load-dependent slip factor f _{S / b is} read from a column of the table memory assigned to the corresponding cabin load area on the basis of a measurement of the current cabin load. Information about the currently present cabin load is determined by a load measuring device 11 (FIG. Fig. 1 ) to the elevator controller 10.

Load-dependent slip factors f _{S / b} correspond to the ratio between the driving distance detected for a particular trip of the elevator car 3 by the incremental shaft encoder via a slip-prone coupling and the actual travel distance calculated on the basis of the known positions of the stop markings 13. They are determined in the course of normal operation of the elevator installation according to the method described below. This method is based on the idea of determining the actually occurring slip factors - referred to below as actual value slip factors - for each of several trips of the elevator car with a similarly large cabin load, to form an average value therefrom, and this mean value as applicable to the respective cabin load range load-dependent slip factor f _{S / b} for the calculation of path-speed profiles. Preferably, after each trip of the elevator car 3, such an actual value slip factor is determined. For this purpose, a first value for the travel distance detected on the basis of the signals of the incremental encoder 12 during travel between the end of the stop mark of the start stop and the beginning of the stop mark of the target stop is registered. Furthermore, a second value for the said travel distance is calculated by the elevator control from the registered stop position values of the start stop and the destination stop, taking into account the defined length of the stop markings. The quotient of the first and the second value is then stored as the actual value slip factor with assignment to that cabin loading area to which the cabin load which was present in the evaluated journey can be assigned. The storage takes place dynamically, ie, a number of consecutively detected actual value slip factors according to the first-in-first-out principle are stored in columns of a table memory, wherein each column is assigned to one of several cabin load ranges. For each of the table columns - ie for each cabin load area - is periodically calculates an average of the actual value slip factors stored therein. These average values are then available as information for the calculation of a path-speed profile 20 for a movement of the elevator car 3 from a current position of the elevator car to a destination stop, with a specific cabin load.

The value of the determined actual slip factors may be greater or less than 1, depending on the combination of cabin load and direction of travel. When the elevator car ascends, the actual slip factor becomes greater than 1 if the total weight of the elevator car is greater than the weight of the counterweight and less than 1 if the total weight of the elevator car is less than the weight of the counterweight. When driving downwards, the conditions are reversed, ie when driving downwards result actual slip factors whose values correspond to the reciprocal values of the actual slip factors, which result in the same weight ratios when driving uphill. If the determined actual slip factors are stored only with assignment to cabin load ranges and not in addition to the direction of travel, then the reciprocal values of the determined measured values are to be registered for one of the travel directions. When correcting the remaining distances or the corresponding path-speed profiles, the reciprocal values of the load-dependent slip factors f _{S / b} taken from the table memory are again to be used for this direction of travel. The use of reciprocal values can be avoided by assigning the ascertained actual slip factors during the storage not only to the different cabin load areas, but also to the directions in which they were determined.

In the previous explanations, it was assumed that the lift control 10 is aware of the stop position values of all stops 7 and thus the position values of the stop markings 13 associated therewith. However, this information must be entered during the commissioning of the elevator system in the elevator control. Preferably, this is done by having the elevator controller cause the elevator car 3 to execute a learn run comprising an up-learn run and a down-learn run. The learning journey extends over all stops 7 and the stops assigned to these stops and relative to these correctly leveled stop markers 13. Preferably, the up-learning travel of the elevator car 3 starts from a position lying slightly below the lowest stop. During the up-learn travel, the elevator controller 10 continuously detects the current position of the elevator car 3 due to the signals of the incremental shaft encoder 12, and at the As the elevator car passes the stop markings 13, the stop position sensor 15 attached to the elevator car 3 detects the beginnings or the lower edges 14 of these stop markings. Upon detection of the lower edge 14.1 ( Fig. 9 ) of the stop mark 13.1 of the lowermost stop, the elevator controller sets the position value of the position detecting system to zero, and assigns the lower stop a position value increased by half the length of the stop mark as the stop position value. In the further course of the up-learn run, the elevator controller 10 assigns each of the currently registered elevator car positions to each of the detected lower edges of all stop markers 13, calculates the stop position values of all stops 7 by registering the known half vertical length of the stop markers 13 and registers them in a data memory.

In one embodiment variant of the method, the learning run can additionally serve to check or correct the value of the drive pulley diameter entered by the elevator control before the start of operation of the elevator installation. This check or correction is made when crossing a stop mark by comparing the detected on the basis of the signals of the stop sensor 15 and the incremental encoder 12 distance between the beginning and end of the stop mark with the exact known length of the stop mark.

As already mentioned, the coupling between the movement of the elevator car 3 and the incremental rotary encoder 12 detecting this movement is realized via the suspension means 5 and the traction sheave 9. Therefore, in detecting the current position of the elevator car during the up-learn travel, and thereby taking the stop position values to the stops 7, deviations occur between the detected on the signals of the incremental encoder 12 and the actual stop position values, which Deviations are caused by the slip occurring between the suspension element and the traction sheave.

Based on Fig. 9 It will be explained how the stop position values detected under the influence of slip can be corrected by determining a learning travel slip factor f _{S / L} in the learning travel, with which the stop position values detected during the learning travel are subsequently corrected. In Fig. 9 is schematically the elevator system 1 according Fig. 1 illustrated, the elevator car 3, the counterweight 4, the drive machine 8 with the traction sheave 9 and the driven by the prime mover on the traction sheave, the elevator car and the counterweight carrying support means 5 comprises. Of the Incremental encoder 12 detects the rotational movement of the traction sheave 9 and thus substantially the movement of the elevator car. 3

Since the weight G _{Gg of} the counterweight 4 is greater than the weight G _{Ak of} the empty elevator car, results in the upward learning travel of the elevator car, a negative slip between the support means 5 and the traction sheave 9. This has the consequence that the incremental encoder 12 detected up travel distance d _{e / is} less than the actual travel distance d _{t / on} the elevator car. In the subsequent downward learning travel of the elevator car results in a positive slip, since the traction from the traction sheave 9 to the support means 5 to be transmitted traction force acts in the direction of movement. As a result, the down travel distance d _{e / ab} detected by means of incremental shaft 12 is greater than the actual down travel distance d _{t / ab} .

The correction method proposed here is based on the finding that a learning run involving an empty learning station and a subsequent downwards learning journey results in a difference between an elevator position from a specific position in the lower elevator area and an incremental position by means of an incremental position. Rotary encoders detected uphill travel distance d _{e / up} and the down travel distance d _{e / ab} detected from the reverse position to the determined position, and that difference corresponds to the total slip S _tot resulting from the slip S arising _on uphill _on and the resulting during the downward travel slip S _from composed.

In Fig. 9 these relationships are shown graphically. The vector marked with the reference character d _{t / on} represents the actual uphill travel distance d _{t /} traveled during the learning travel in the upward direction by the elevator car 3 above the mentioned specific location. The specific location is defined here by the lower edge 14.1 of the stop mark 13.1 of the lowermost stop, which is detected by means of the stop position sensor 15 attached to the elevator car 3 and, as described above, also serves to determine the zero position value of the position detection system. When taking place in the region of the beginning of the upward-learning run detection of these stops marking 13.1 the measurement of the detected at the up-learning travel by means of incremental encoders upward travel distance d _e starts _/, which is represented by the vector with the reference symbol d _{e / in} , The negative slip occurring between the traction sheave 9 and the suspension element 5 during the upward learning travel causes a reduction in the actual upward travel distance d _{l / to} required Rotational movement of the traction sheave, which results in a deviation of the incremental encoder detected up travel distance d _{e / on} compared to the actual up travel distance d _{t / on} , which deviation is referred to as slip S _on . In the subsequent downwards learning run, therefore, the reduction of the detected position value, that is to say the counting back of the count of the position detection system, already begins with a position value reduced by the slip S _in relation to the actual driving distance d _t . The positive slip occurring between the traction sheave 9 and the support means 5 during the downward learning travel causes an increase in the rotational movement of the traction sheave 9 required for the actual downward travel distance d _{t / ab} , which is a deviation of the downwards travel distance d _{e /} detected by incremental encoders. _from the actual downwards driving distance d _{t / ab} results, which deviation is referred to as slip S _ab .

Now, when the elevator car 3 in the downward learning mode has reached the specific position at which the measurement of the detected up-travel distance d _{e / on has started} with the position value "0" in the up-learn run, the determined at Position detected value, or the count of the position detection system, have reached a value which is the total slip S _tot designated sum of the two slip values S _on and S _ab in the negative range and the difference from the detected down travel distance d _{e / ab} and the detected uphill travel distance d _{e / on} .

ausgedrückt wird. Unter der Annahme, dass der Schlupf bei der Aufwärtsfahrt gleich gross wie der Schlupf bei der Abwärtsfahrt ist, kann daraus der Lernfahrt-Schlupffaktor f_S/L wie folgt abgeleitet werden: $${\mathrm{f}}_{\mathrm{S}/\mathrm{L}}=\frac{{\mathrm{d}}_{\mathrm{t}/\mathrm{auf}}}{{\mathrm{d}}_{\mathrm{e}/\mathrm{auf}}}=\frac{{\mathrm{d}}_{\mathrm{e}/\mathrm{auf}}+{\mathrm{S}}_{\mathrm{auf}}}{{\mathrm{d}}_{\mathrm{e}/\mathrm{auf}}}{\mathrm{wobei\; S}}_{\mathrm{auf}}=\frac{{\mathrm{d}}_{\mathrm{e}/\mathrm{ab}}-{\mathrm{d}}_{\mathrm{e}/\mathrm{auf}}}{\mathrm{2}}$$

$${\mathrm{f}}_{\mathrm{S}/\mathrm{L}}=\frac{{\mathrm{d}}_{\mathrm{e}/\mathrm{auf}}+\frac{{\mathrm{d}}_{\mathrm{e}/\mathrm{ab}}-{\mathrm{d}}_{\mathrm{e}/\mathrm{auf}}}{2}}{{\mathrm{d}}_{\mathrm{e}/\mathrm{auf}}}=\frac{2{\mathrm{d}}_{\mathrm{e}/\mathrm{auf}}+{\mathrm{d}}_{\mathrm{e}/\mathrm{ab}}-{\mathrm{d}}_{\mathrm{e}/\mathrm{auf}}}{\mathrm{2}{\mathrm{d}}_{\mathrm{e}/\mathrm{auf}}}$$

$${\mathrm{f}}_{\mathrm{S}/\mathrm{L}}=\frac{{\mathrm{d}}_{\mathrm{e}/\mathrm{auf}}+{\mathrm{d}}_{\mathrm{e}/\mathrm{ab}}}{2{\mathrm{d}}_{\mathrm{e}/\mathrm{auf}}}$$

f_S/L

= Lernfahrt-Schlupffaktor

d_t/auf

= tatsächliche Aufwärts-Fahrdistanz

d_t/ab

= tatsächliche Abwärts-Fahrdistanz

d_eauf

= erfasste Aufwärts-Fahrdistanz

d_e/ab

= erfasste Abwärts-Fahrdistanz

S_auf

= Schlupf bei Aufwärtsfahrt

S_ab

= Schlupf bei Abwärtsfahrt

S_tot

= totaler Schlupf

As in Fig. 9 1, a learning run slip factor f _{S / L} can be derived from these findings, with which the stop position values of all stops recorded during the upward learning run and registered in the elevator control are multiplied, ie corrected, after the completed learning run. The derivation of this learning run slip factor is based on the knowledge that this learning run slip factor f _{S / L has to represent} the ratio between the actual up travel distance d _{t / on} and the incremental rotation distance d _{e / up} detected by the incremental rotary encoder , what about the formula $${\mathrm{f}}_{\mathrm{S}/\mathrm{L}}=\frac{{\mathrm{d}}_{\mathrm{t}/\mathrm{on}}}{{\mathrm{d}}_{\mathrm{e}/\mathrm{on}}}$$

is expressed. Assuming that the uphill slip is equal to the downhill slip, it can derive the learn run slip factor f _{S / L} as follows: $${\mathrm{f}}_{\mathrm{S}/\mathrm{L}}=\frac{{\mathrm{d}}_{\mathrm{t}/\mathrm{on}}}{{\mathrm{d}}_{\mathrm{e}/\mathrm{on}}}=\frac{{\mathrm{d}}_{\mathrm{e}/\mathrm{on}}+{\mathrm{S}}_{\mathrm{on}}}{{\mathrm{d}}_{\mathrm{e}/\mathrm{on}}}{\mathrm{where\; S}}_{\mathrm{on}}=\frac{{\mathrm{d}}_{\mathrm{e}/\mathrm{from}}-{\mathrm{d}}_{\mathrm{e}/\mathrm{on}}}{\mathrm{2}}$$

$${\mathrm{f}}_{\mathrm{S}/\mathrm{L}}=\frac{{\mathrm{d}}_{\mathrm{e}/\mathrm{on}}+\frac{{\mathrm{d}}_{\mathrm{e}/\mathrm{from}}-{\mathrm{d}}_{\mathrm{e}/\mathrm{on}}}{2}}{{\mathrm{d}}_{\mathrm{e}/\mathrm{on}}}=\frac{2{\mathrm{d}}_{\mathrm{e}/\mathrm{on}}+{\mathrm{d}}_{\mathrm{e}/\mathrm{from}}-{\mathrm{d}}_{\mathrm{e}/\mathrm{on}}}{\mathrm{2}{\mathrm{d}}_{\mathrm{e}/\mathrm{on}}}$$

$${\mathrm{f}}_{\mathrm{S}/\mathrm{L}}=\frac{{\mathrm{d}}_{\mathrm{e}/\mathrm{on}}+{\mathrm{d}}_{\mathrm{e}/\mathrm{from}}}{2{\mathrm{d}}_{\mathrm{e}/\mathrm{on}}}$$

f _{S / L}

= Learning drive slip factor

d _{t / up}

= actual uphill travel distance

d _{t / ab}

= actual downhill driving distance

d _eauf

= detected uphill driving distance

d _{e / ab}

= detected downhill driving distance

S _up

= Slip when driving uphill

S _off

= Slip when driving downhill

S _dead

= total slippage

This makes it possible to determine the stop position values of the stops 7 with great accuracy by means of a learning drive, although the rotary encoder detecting the movement of the elevator car is coupled via a slip-laden connection - via the traction sheave and the support means - with the movement of the elevator car.

• In Schritt 100 wird bei Inbetriebnahme der Aufzugsanlage eine Lernfahrt, vorzugsweise mit leerer Aufzugskabine, durchgeführt, wobei die Lernfahrt je eine Aufwärts-Lernfahrt und eine Abwärts-Lernfahrt über alle Haltestellen 7 umfasst. Bei der Aufwärts-Lernfahrt wird auf Grund der Signale des Drehgebers 12 kontinuierlich die momentane Position der Aufzugskabine 3 erfasst, und bei jeder Detektion einer Haltestellenmarkierung 13 durch den an der Aufzugskabine 3 angebrachten Haltestellensensor 15 wird jeweils die um die halbe Länge der Haltestellenmarkierung erhöhte momentan registrierte Position der Aufzugskabine der jeweiligen Haltestelle als Haltestellenpositionswert zugeordnet und in einem Tabellenspeicher 200 abgespeichert.
• In Schritt 101 wird ein Lernfahrt-Schlupffaktor f_S/L ermittelt, der dazu dient, die den Haltestellen 7 bei der Lernfahrt zugeordneten, mit Schlupffehlern behafteten Haltestellenpositionswerte zu korrigieren.
• In Schritt 102 werden die den Haltestellen bei der Lernfahrt zugeordneten und im Tabellenspeicher 200 abgespeicherten Haltestellenpositionswerte durch Multiplikation mit dem ermittelten Lernfahrt-Schlupffaktor f_S/L korrigiert.

Fig. 10 shows an overview of the steps of the method described above in the form of a flow chart. In this flow chart, transitions between full-line and closed-arrow method steps, and data transfer as dash-dot lines with open arrows are shown.

• In step 100, a learning run, preferably with an empty elevator car, is carried out when the elevator installation is started up, wherein the learn journey comprises an up-learn run and a down-learn run over all stops 7. In the upward learning travel, the current position of the elevator car 3 is continuously detected based on the signals from the rotary encoder 12, and each time a stop mark 13 is detected by the stop position sensor 15 attached to the elevator car 3, the one increased by half the length of the stop mark is currently registered Position of the elevator car of the respective stop as Haltestellenpositionswert assigned and stored in a table memory 200.
• In step 101, a learn-run slip factor f _{S / L is} determined which serves to correct the slip-point-related stop position values associated with the stops 7 during the learn travel.
• In step 102, the stop position values associated with the stops in the learning travel and stored in the table memory 200 are corrected by multiplication with the determined learning travel slip factor f _{S / L.}

• In Schritt 110 wird im Normalbetrieb der Aufzugsanlage in der Aufzugsteuerung ein neuer Fahrauftrag mit einer neuen Zielhaltestelle registriert.
• In Schritt 111 wird durch die Aufzugsteuerung die momentane Kabinenbelastung erfasst.
• In Schritt 112 wird die tatsächliche Fahrdistanz für die Fahrt von der momentanen Position der Aufzugskabine bis zum Zielstockwerk auf der Basis der im Tabellenspeicher 200 abgespeicherten Haltestellenpositionswerte berechnet.
• In Schritt 113 wird aus der berechneten tatsächlichen Fahrdistanz durch Multiplikation mit einem von der momentanen Kabinenbelastung und der Fahrrichtung abhängigen belastungsabhängigen Schlupffaktor f_S/b eine schlupfkorrigierte Fahrdistanz berechnet.
• In Schritt 114 wird auf der Basis der berechneten schlupfkorrigierten Fahrdistanz ein Weg-Geschwindigkeits-Profil für die Fahrt der Aufzugskabine von der momentanen Aufzugskabinenposition bis zum Erreichen der Zielhaltestellenposition berechnet und aktiviert.
• In Schritt 115 wird eine Fahrt der Aufzugskabine gestartet, wobei der Verlauf der Fahrgeschwindigkeit durch die Aufzugsteuerung entsprechend dem berechneten Weg-Geschwindigkeits-Profil gesteuert bzw. geregelt wird.
• In Schritt 116 wird durch den an der Aufzugskabine angebrachten Haltestellensensor eine Haltestellenmarkierung detektiert und auf Grund der in der Aufzugsteuerung momentan registrierten Aufzugskabinenposition und der für die aktuelle Fahrt registrierten Zielhaltestelle entschieden, ob die der detektierten Haltestellenmarkierung zugeordnete Haltestelle eine Zwischenhaltestelle oder die Zielhaltestelle ist.
• In Schritt 117 wird bei Detektion von Haltestellenmarkierungen von Zwischenhaltestellen auf der Basis der registrierten Haltestellenpositionswerte jeweils
  • die momentan in der Aufzugsteuerung registrierte Aufzugskabinenposition korrigiert,
  • die durch die Aufzugskabine bis zur Zielhaltestellenposition noch zurückzulegende Restdistanz neu berechnet und mit dem der momentanen Kabinenbelastung und der Fahrrichtung entsprechenden belastungsabhängiger Schlupffaktor f_S/b korrigiert, und
  • auf Grund dieser schlupfkorrigierten Restdistanz ein neues Weg-Geschwindigkeits-Profil für die Weiterfahrt der Aufzugskabine berechnet und aktiviert.
• In Schritt 118 wird bei der Detektion der Haltestellenmarkierung der Zielhaltestelle
  • die momentan in der Aufzugsteuerung registrierte Aufzugskabinenposition korrigiert,
  • das Weg-Geschwindigkeits-Profil auf Grund der durch die Aufzugskabine bis zur Zielhaltestellenposition noch zurückzulegende Restdistanz neu berechnet und aktiviert, wobei der Berechnung als Restdistanz die halbe Länge, oder die dem belastungsabhängigen Schlupffaktor f_S/b korrigierte halbe Länge der Haltestellenmarkierung zu Grunde gelegt wird,
  • die Fahrgeschwindigkeit gemäss dem neu berechneten Weg-Geschwindigkeits-Profil bis zum Stillstand in der Zielhaltestellenposition heruntergeregelt.
• In Schritt 119 wird durch die Aufzugskabine die Zielhaltestellenposition erreicht, und die Aufzugskabine wird arretiert bis zur Registrierung eines neuen Fahrauftrags durch Aufzugsteuerung.
• In Schritt 120 wird nach dem Erreichen der Zielhaltestellenposition ein Istwert-Schlupffaktor ermittelt, indem
  • ein erster Wert für eine definierte Fahrdistanz zwischen der Starthaltestelle und der Zielhaltestelle auf Grund der Signale des Drehgebers ermittelt wird,
  • ein zweiter Wert für die definierte Fahrdistanz auf der Basis der registrierten Haltestellenpositionswerte der Starthaltestelle und der Zielhaltestelle ermittelt wird, und
  • der Istwert-Schlupffaktor als Quotient aus dem ersten und dem zweiten Wert berechnet wird.
• In Schritt 121 wird der berechnete Istwert-Schlupffaktor unter Zuordnung zu einem von mehreren Kabinenbelastungsbereichen dynamisch in einem Tabellenspeicher abgespeichert, wobei zur Bestimmung dieser Zuordnung die bei der jeweiligen Fahrt der Aufzugskabine vorhandene Kabinenbelastung und vorzugsweise auch die Fahrrichtung durch die Aufzugssteuerung erfasst wird.

Reference numeral 200 represents a semiconductor table memory of the elevator controller in which the stop position values associated with the learning travel slip f _{s / L} associated with the learning travel of each stop are retrievably stored.

• In step 110, during normal operation of the elevator installation in the elevator control, a new motion task with a new destination stop is registered.
• In step 111, the current cabin load is detected by the elevator control.
• In step 112, the actual travel distance for the travel from the current position of the elevator car to the destination floor is calculated on the basis of the stop position values stored in the table memory 200.
• In step 113, a slip-corrected driving distance is calculated from the calculated actual travel distance by multiplying by a load-dependent slip factor f _{S / b that is} dependent on the current cabin load and the direction of travel.
• In step 114, based on the calculated slip-corrected travel distance, a path-speed profile for the elevator car's travel from the current elevator car position to the target stop position is calculated and activated.
• In step 115, a travel of the elevator car is started, wherein the course of the vehicle speed is controlled by the elevator control according to the calculated path-speed profile.
• In step 116, a stop mark is detected by the stop position sensor mounted on the elevator car and based on the elevator car position currently registered in the elevator control and the current travel registered destination stop decided whether the bus stop associated with the detected stop mark is an intermediate stop or the destination stop.
• In step 117, upon detection of stop marks of intermediate stops based on the registered stop position values respectively
  • corrects the elevator car position currently registered in the elevator control,
  • the residual distance still to be covered by the elevator car up to the target stop position is recalculated and corrected with the load-dependent slip factor f _{S / b} corresponding to the current cabin load and the direction of travel, and
  • calculated and activated on the basis of this slip-corrected residual distance a new path-speed profile for the onward travel of the elevator car.
• In step 118, in the detection of the stop mark, the destination stop
  • corrects the elevator car position currently registered in the elevator control,
  • recalculates and activates the path-speed profile on the basis of the residual distance still to be covered by the elevator car up to the target stop position, the calculation being based on half the length or the half-length of the stop marking corrected for the load-dependent slip factor f _{S / b} .
  • the vehicle speed is downshifted to a stop in the target stop position according to the newly calculated path-speed profile.
• In step 119, the elevator car reaches the destination stop position and the elevator car is locked until registration of a new travel order by elevator control.
• In step 120, after reaching the target stop position, an actual slip factor is determined by:
  • a first value for a defined travel distance between the start stop and the destination stop is determined on the basis of the signals of the rotary encoder,
  • determining a second value for the defined travel distance on the basis of the registered stop position values of the start stop and the destination stop, and
  • the actual value slip factor is calculated as a quotient of the first and the second value.
• In step 121, the calculated actual value slip factor is dynamically stored in a table memory assigned to one of a plurality of cabin load areas, the car load present during the respective travel of the elevator car and preferably also the direction of travel being detected by the elevator control for determining this assignment.

• In Schritt 130 wird periodisch für jede der Tabellenspalten des Tabellenspeichers 121 aus den in der jeweiligen Tabellenspalte gespeicherten Istwert-Schlupffaktoren ein Mittelwert berechnet und in entsprechenden Tabellenspalten eines weiteren Tabellenspeichers 202 als jeweils einem Kabinenbelastungsbereich und einer Fahrrichtung zugeordnete, momentan anwendbare belastungsabhängige Schlupffaktoren f_S/b abrufbar abgespeichert.

Reference numeral 201 denotes a semiconductor table memory of the elevator control, which comprises a plurality of table columns, each associated with a cabin load area and a travel direction, in which the actual-value slip factors determined in normal operation, dependent on the car load and the direction of travel, ie dynamically, after the first in - first out principle.

• In step 130, a mean value is calculated periodically for each of the table columns of the table memory 121 from the actual value slip factors stored in the respective table column, and in respective table columns of a further table memory 202 as respective load-dependent slip factors f _{S / b} assigned to a cabin load area and a travel direction saved stored.

Reference numeral 202 denotes a semiconductor table memory of the elevator control comprising a plurality of table columns, each associated with a cabin load area and a travel direction, in which the load-dependent slip factors f _{S / b} calculated in step 130 and dependent on the car load and the direction of travel are stored the correction of the calculated actual travel distance described in step 113 is retrievable.

Claims (16)

1. Method of controlling a drive motor (8) of a lift installation (1), wherein a lift cage (3) can be moved along a travel path by the drive motor (8) by way of a drive pulley (9) and at least one flexible support means (5) and stopped at stopping point positions (18) of a plurality of stopping points (7), wherein a movement of the lift cage (3) is detected by a lift control (10) on the basis of signals of a rotary encoder (12) coupled with a rotational movement of the drive motor (8) or the drive pulley (9), before the start of travel of the lift cage (3) a movement course in the form of a travel/speed profile (20.1, 20.2, 20.6, 20.7) for travel of the lift cage (3) from a instantaneous lift cage position to a destination stopping point position is calculated, and anticipated slip between the drive pulley (9) and the support means (5) is included in the calculation of the travel/speed profile (20.1, 20.2, 20.6, 20.7) and during travel of the lift cage (3) a rotational movement of the drive motor (8) and thus of the drive pulley (9) is controlled by the lift control (10) in dependence on the calculated travel/speed profile (20.1, 20.2, 20.6, 20.7) and on signals of the rotary encoder (12).
2. Method according to claim 1, characterised in that before the start of travel of the lift cage (3) an actual travel distance between the instantaneous lift cage position and a destination stopping point position is calculated, a slip-corrected travel distance is calculated on the basis of the actual travel distance and the anticipated slip between the drive pulley (9) and the support means (5) and on the basis of the slip-corrected travel distance the travel/speed profile (20.1, 20.2, 20.6, 20.7) is calculated for travel of the lift cage (3) from the instantaneous lift cage position until reaching the destination stopping point position.
3. Method according to claim 1 or 2, characterised in that the stopping point positions (18) are characterised by stopping point markings (13) and the stopping point markings are detected by at least one stopping point sensor (15) mounted on the lift cage (3), the stopping point markings (13) of all stopping points (7) as measured in travel direction of the lift cage (3) are of equal length and are formed to be at least as long as stopping of the lift cage (3) within half the length of the stopping point markings (13) is possible and the stopping point markings (13) and the stopping point sensor (15) are so arranged that a cage floor (3.1) of the lift cage (3) is disposed at a level of a stopping point position (18) when the lift cage (3) in travel in upward or downward direction is moved on, after detection of a start of a stopping point marking (13), by half the length of the stopping point marking (13).
4. Method according to any one of claims 1 to 3, characterised in that during travel of the lift cage (3) the drive motor (8) is so controlled that the lift cage (3) is moved in correspondence with the calculated travel/speed profile (20.1, 20.2, 20.6, 20.7) from the instantaneous lift cage position until reaching a stopping point marking (13) of an intermediate stopping point or a destination stopping point and on reaching such a stopping point marking (13) a correction of an instantaneously registered lift cage position and a corresponding correction of the travel/speed profile (20.1, 20.2, 20.6, 20.7) for a residual distance still to be covered by the lift cage (3) until the destination stopping point position is carried out.
5. Method according to any one of claims 2 to 4, characterised in that slip factors of different size, the magnitude of which is dependent on a cage loading present in the respective travel of the lift cage (3), are included in the calculation of the slip-corrected travel distance.
6. Method according to any one of claims 1 to 5, characterised in that when the lift installation (1) is placed in operation a learning travel of the lift cage (3) is carried out in order to ascertain and register stopping point position values of all stopping points (7) and after the conclusion of the learning travel a learning travel slip factor is ascertained and the registered stopping point position values are corrected in dependence on the ascertained learning travel slip factor.
7. Method according to claim 6, characterised in that the learning travel is carried out without cage loading or with a cage loading of less than 30% of the rated load.
8. Method according to claim 6 or 7, characterised in that for the learning travel the lift cage (3) initially executes an outward journey in which a stopping point sensor (15) mounted on the lift cage (3) initially detects a zero position marking and subsequently the stopping point markings (13) of all stopping points (7) and subsequently executes a return journey in which the stopping point sensor again reaches and detects the zero position marking, wherein on the outward journey in the case of detection of each one of the stopping point markings (13) by the stopping point sensor (15) a travel distance detected with the help of the rotary encoder (12) from the zero position marking to the stopping point marking is corrected by half the length of the stopping point marking and registered as stopping point position value.
9. Method according to claim 7 or 8, characterised in that learning travel slip factor is ascertained in that a travel distance between a defined point in the region of the start of the outward journey and a reversal point at the end of the outward journey is detected on the basis of the signals of the rotary encoder (12), a travel distance between the reversal position at the end of the outward journey and the defined point in the region of the start of the outward journey is detected on the basis of the signals of the rotary encoder (12) and after the learning travel is concluded a difference between the two detected travel distances, which difference represents the total slip occurring during the outward and return journeys, is divided by the total travel distance detected in the outward and return journeys.
10. Method according to any one of claims 1 to 9, characterised in that in the case of journeys of the lift cage (3) in normal operation of the lift installation (1) actual value slip factors are ascertained in that on each occasion a first value for a defined travel distance between a start stopping point and the destination stopping point is ascertained on the basis of the signals of the rotary transmitter (12), a second value for the defined travel distance is calculated on the basis of the registered stopping point position values of the start stopping point and the destination stopping point, and the quotient of the first and second values is dynamically stored as actual value slip factor in association with one of a plurality of cage loading ranges, wherein for determination of this association the cage loading present in the respective journey of the lift cage (3) is detected by the lift control (10).
11. Method according to claim 10, characterised in that each of the calculated actual value slip factors is stored in association with one of a plurality of cage loading ranges or not only with one of several cage loading ranges, but also with one of the two travel directions, wherein this association is carried out in correspondence with the cage loading or the travel direction present during the journey of the lift cage (3) in which the respective actual value slip factor was ascertained.
12. Method according to claim 10 or 11, characterised in that the lift control (10) comprises a table memory in which a respective table column is associated with each of the plurality of cage loading ranges or not only each of a plurality of cage loading ranges, but also one of the two travel directions, wherein the actual value slip factors calculated after journeys of the lift cage 3 are dynamically stored in that respective one of the table columns which is associated with the cage loading range or the travel direction comprising the cage loading or travel region present in the respectively concluded journey of the lift cage (3).
13. Method according to claim 12, characterised in that a limited number of last calculated actual value slip factors associated with a respective one of the table columns is dynamically stored in a respective table column, for each of the table columns a mean value of the actual value slip factors stored therein is periodically calculated and this mean value is made available as current load-dependent slip factors for calculation of travel/speed profiles (20.1, 20.2, 206. 20.7) for movement of the lift cage (3) from a respective instantaneous lift cage position until reaching a destination stopping point position.
14. Method according to any one of claims 1 to 13, characterised in that during travel of the lift cage (3) an instantaneously registered lift cage position is continuously ascertained in the lift control (10) on the basis of the signals of the rotary encoder (12) and the lift control (10) controls the instantaneous rotational speed of the drive motor (8) or the drive pulley (9) on the basis of the instantaneously registered lift cage position and the travel/speed profile previously calculated for the travel of the lift cage (3), wherein on detection of a stopping point marking (13) of an intermediate stopping point (7) lying between a start stopping point and the destination stopping point a correction of the instantaneously registered lift cage position is undertaken on the basis of the stopping point position value associated with this stopping point marking (13) in the learning travel.
15. Method according to claim 14, characterised in that after correction of the instantaneously registered lift cage position the travel distance between the instantaneously registered lift cage position and the destination stopping point position is recalculated and corrected by the current load-dependent slip factor and a new travel/speed profile for travel of the lift cage from the instantaneously registered lift cage position to the destination stopping point position is calculated on the basis of the recalculated travel distance corrected by the current load-dependent slip factor.
16. Equipment for performance of the method according to claim 1 for controlling a drive motor (8) of a lift installation (1), wherein the lift installation (1) comprises at least the following components:

    a lift cage (3) movable along a travel path by the drive motor (8) by way of a drive pulley (9) and at least one flexible support means (5) and stoppable at stopping point positions (18) of a plurality of stopping points (7),

    a rotary encoder (12), which is coupled with a rotational movement of the drive motor (8) or the drive pulley (9), for detecting a movement of the lift cage (3) and

    a lift control (10) with a processor or a plurality of processors, which serves or serve for realisation of the following processes:

    calculation of a movement plot of the lift cage (3) in the form of a travel/speed profile (20.1, 20.2, 20.6, 20.7) for travel of the lift cage (3) from an instantaneous lift cage position to a destination stopping point position, wherein an anticipated slip between the drive pulley (9) and the support means (5) is included in the calculation of the travel/speed profile (20.1, 20.2, 20.6, 20.7) and

    controlling a rotational movement of the drive motor (8) and thus of the drive pulley (9) during the travel of the lift cage (3) in dependence on the calculated travel/speed profile (20.1, 20.2, 20.6, 20.7) and on signals of the rotary encoder (12).

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