EP2886501A1 - Ascenseur doté d'un système de positionnement absolu pour une cabine à double étage - Google Patents

Ascenseur doté d'un système de positionnement absolu pour une cabine à double étage Download PDF

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Publication number
EP2886501A1
EP2886501A1 EP13198208.4A EP13198208A EP2886501A1 EP 2886501 A1 EP2886501 A1 EP 2886501A1 EP 13198208 A EP13198208 A EP 13198208A EP 2886501 A1 EP2886501 A1 EP 2886501A1
Authority
EP
European Patent Office
Prior art keywords
cabin
absolute
kne
frame
car
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP13198208.4A
Other languages
German (de)
English (en)
Inventor
Rudolf J. MÜLLER
Eric Birrer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Inventio AG
Original Assignee
Inventio AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Inventio AG filed Critical Inventio AG
Priority to EP13198208.4A priority Critical patent/EP2886501A1/fr
Priority to CN201480068731.8A priority patent/CN105829231A/zh
Priority to PCT/EP2014/074480 priority patent/WO2015090748A1/fr
Priority to EP14802354.2A priority patent/EP3083476A1/fr
Priority to US15/105,669 priority patent/US20160318734A1/en
Publication of EP2886501A1 publication Critical patent/EP2886501A1/fr
Priority to HK16114447A priority patent/HK1226044A1/zh
Withdrawn legal-status Critical Current

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Classifications

    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/34—Details, e.g. call counting devices, data transmission from car to control system, devices giving information to the control system
    • B66B1/36—Means for stopping the cars, cages, or skips at predetermined levels
    • B66B1/40—Means for stopping the cars, cages, or skips at predetermined levels and for correct levelling at landings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B11/00—Main component parts of lifts in, or associated with, buildings or other structures
    • B66B11/02—Cages, i.e. cars
    • B66B11/0206—Car frames
    • B66B11/0213—Car frames for multi-deck cars
    • B66B11/022—Car frames for multi-deck cars with changeable inter-deck distances
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions

Definitions

  • the invention relates to a lift with an absolute positioning system for a double-decker cabin according to the independent claim.
  • the known elevator installation has a cabin frame in which two cabins are arranged vertically one above the other.
  • the two cabs are each suspended at one end of a hoist rope.
  • a drive unit is provided on the cabin frame, around which the hoisting rope is guided.
  • the hoist rope is in operative contact with a drive roller of the drive.
  • the elevator system is off JP 2013-095572 A with a first sensor unit, which measures the position of the first car relative to the car frame, and equipped with a second sensor unit, which measures the position of the second car with respect to the car frame.
  • the elevator installation comprises a third sensor unit, which detects a position of the cabin frame with respect to the shaft.
  • the elevator installation comprises a first and second cabin, which are arranged symmetrically in opposite directions adjustable on a cabin frame.
  • the elevator installation comprises an information carrier which is arranged along a travel area of the first and second cabin or of the cabin frame.
  • the elevator system has via a first sensor unit, which is arranged on the first car, and via a second sensor unit, which is arranged on the second car.
  • the first sensor unit and the second sensor unit are designed to read information from the information carrier, which serve to determine a respective absolute position for the first and for the second cabin.
  • an adjusting drive is provided, which is preferably arranged on the cabin frame.
  • adjustment traction drives hydraulic drives, spindle drives and the like, which are operatively connected to the cabins are.
  • the information carrier is preferably designed as a code carrier. Suitable code carriers are, for example, tapes which are suspended in the travel area of the cabins or which are applied, for example, to a guide rail. Accordingly, the read information is present as codewords, which are read by the first and second sensor unit from the information carrier or code carrier.
  • the elevator installation has only two sensor units in comparison with the prior art.
  • the positioning system is thereby considerably simplified and accordingly also cheaper to purchase.
  • both cabins can be adjusted simultaneously in different directions, a desired distance between the cabins can be set very quickly.
  • the two cabins can be coupled to one another in such a way that the respective cabin weights compensate each other and a correspondingly smaller adjustment power must be provided by the adjusting drive.
  • the first and the second sensor unit is associated with a common safety control unit which calculates an absolute position and / or an absolute speed on the basis of the information read.
  • each of the first and second sensor unit associated with a processor which calculates an absolute position and / or an absolute speed based on the read information, wherein the processors are connected to a common safety control unit.
  • the first and the second sensor unit are each assigned a processor which calculates an absolute position and / or an absolute speed on the basis of the read information, the processors being connected to one another via a data line and each processor having an absolute position and / or absolute speed other processor has.
  • Absolute position is understood to mean a position which can be determined unambiguously with respect to a limitation of the driving range of the cars.
  • the driving range is limited by a shaft, a shoring, an outer wall of a building or the like.
  • the absolute speed of a car can be calculated by deriving the read position information over time. Accordingly, the absolute speed represents a speed of the cars with respect to the limitation.
  • the absolute speed is composed of the relative speed of the cabs with respect to the car frame and the speed of the car frame with respect to the boundary.
  • the direct determination of the absolute position and the absolute speed is particularly advantageous because it is possible to dispense with a relatively complicated calculation of the absolute speed by superposing the relative speed of the cars and the speed of the cabin frame.
  • a respective processor or safety control unit is configured to calculate an absolute position and / or an absolute speed of the car frame based on the absolute positions and absolute speeds of the cars. Thanks to the symmetrically opposite adjustability of the cabins, knowing the two absolute positions of the cabs, the absolute position of the cab frame can also be determined.
  • a respective processor or safety control unit is adapted to compare the absolute position of the car frame with a previously stored end position to determine if an end position has been overrun.
  • a respective processor or the safety control unit can be designed to compare the absolute position of the respective cabin with a previously stored floor position range, to determine if bridging the cab or landing door contacts is allowed.
  • a respective processor or the safety control unit can be designed to compare the absolute speed for an absolute position of the car frame with a previously stored permissible position-dependent speed to determine whether a travel curve, in particular a final driving curve has been exceeded.
  • the floor position ranges and the maximum travel distances within the cabin frame are read in and stored during a learning run of the booths.
  • the floor positions may be indicated by means of position magnets that are recognizable by the sensor units.
  • the end positions, the floor position ranges and the permissible speeds or travel curves, in particular end-of-travel curves, can be calculated from the data from the learning run and predetermined system parameters such as the time values for the premature door opening, the maximum permissible speeds and the like.
  • a floor position area is to be understood as a position area located around a floor position.
  • the floor position range takes into account, on the one hand, the possibility of premature cabin or shaft door openings and a tolerance range which is due to rope elongation.
  • An end position represents a position in the driving range, which the cabin frame must not drive over in the safe operation of the elevator installation, in order to avoid a collision of the cabin frame with the end of the area. In this context, also the Endfahrkurven contribute.
  • a respective processor or the safety control unit is designed to perform a measure, in particular an emergency stop and / or a trapping, to trigger the detection of an overrun of an end position, upon detection of an improper door opening outside a floor position range or upon detection of exceeding the travel curve To bring elevator installation into a safe state.
  • a respective processor or safety control unit is adapted to, upon determining an end position override calculated from the absolute positions of the two cars, when the upper cabin is positioned on a second lowest floor and the lower cabin is located on a lowermost floor, in particular to trigger an emergency stop and / or an emergency brake to bring the elevator system in a safe state.
  • a respective processor or safety controller may be configured to determine an end position override calculated from the absolute positions of the two cabs when the upper cab is positioned on a second lowermost floor and the lower cab is a lowermost position relative to the cabin frame occupies a measure, in particular an emergency stop and / or a traction braking trigger to bring the elevator system in a safe state.
  • a measure in particular an emergency stop and / or a traction braking trigger to bring the elevator system in a safe state.
  • a respective processor or safety control unit may be configured to determine an end position override calculated from the absolute positions of the two cars when the lower cabin is positioned at a lowermost floor and the upper cabin is at a lowermost position takes the cabin frame, a measure, in particular to trigger an emergency stop and / or a trapping brake to bring the elevator system in a safe state. It is particularly advantageous that the upper cabin is movable below the position of the second lowest floor and the cabin distance does not have to be readjusted when the upper cabin is empty.
  • the elevator system has at least one Auffahrpuffer that limits a lower travel range of the cabin frame.
  • a distance between the loading buffer and an end position of the car frame are dimensioned such that a minimum distance between the loading buffer and the car frame is maintainable even if the lower cabin on a lowest floor and the upper cabin on a second lowest Floor are positioned.
  • the elevator system has at least one Auffahrpuffer that limits a lower driving range of the cabin frame.
  • a distance between the loading buffer and an end position of the car frame is dimensioned such that a minimum distance between the loading buffer and the car frame can be maintained even if the upper car is positioned on a second lowermost floor and occupies an uppermost position with respect to the car frame.
  • the elevator installation has at least one ramp-up buffer which delimits a lower travel area of the cabin frame.
  • a distance between the loading buffer and an end position of the car frame is dimensioned such that a minimum distance between the loading buffer and the car frame can be maintained even if the lower car is positioned on a lowermost floor and occupies an uppermost position with respect to the car frame.
  • a respective processor is also designed to monitor an end position with respect to an upper end of the travel range.
  • the previously applicable for a lower end of the range versions are transferable to a situation at an upper end of the range. Accordingly, the monitoring of an end position depending on the holding conditions of the upper and lower cabin with respect to a top floor and a second-highest floor.
  • at least one upper Auffahrpuffer is provided at the upper end of the travel range. The minimum distance between the upper Auffahrpuffer and an end position of the cabin frame is analogous to a minimum distance between the lower Auffahrpuffer and the cabin frame interpretable.
  • FIG. 1a shows an elevator system 1 with at least one car frame 10, which is movable in a provided for a drive of the cabin frame 10 driving area 2.
  • the driving area 2 may be provided in a shaft of a building.
  • the cabin frame 10 is suspended at one end of a traction means 6.
  • the traction means 6 is guided at least about a traction sheave of a drive.
  • the drive is arranged in the shaft or a separate room.
  • the cabin frame 10 is moved upwards or downwards by the traction area 2.
  • the cabin frame 10 may also be suspended via a centrally arranged pulley or a plurality of cable sheaves on the traction means 6 in a suspension ratio of 2: 1.
  • the person skilled in the art can also realize higher suspension conditions.
  • the cabin frame 10 On the cabin frame 10, a first cabin 11 and a second cabin 12 are arranged adjustable.
  • the first car 11 is disposed above the second car 12.
  • the cabin frame 10 has at least two longitudinal members, which are connected by a lower cross member, an upper cross member and a central cross member.
  • An adjusting unit with which the first and the second cabin 11, 12 in the cabin frame 10 are adjustable is mounted on the cabin support.
  • an adjustment may be attached to the upper cross member, which serves to drive a further traction sheave.
  • the other traction sheave is connected via a shaft with the adjusting unit.
  • the first and the second cabin 11, 12 are each suspended at one end of another traction means.
  • the further traction means passes over the further traction sheave and is in operative contact with this, so that transmits a rotational movement of the further traction sheave on the further traction means.
  • the distance between the cabins 11, 12 can be varied via the adjusting unit. Depending on the direction of rotation of the further traction sheave, the distance is thereby increased or reduced within certain limits.
  • a floor space may vary within a building.
  • a floor distance d34 with respect to a lobby may be larger than an otherwise provided floor space.
  • the distance between the cars 11, 12 can be increased by up to 3 m starting from a minimum distance d min.
  • An adjustment of the first car 11 is at least approximately the same size as an adjustment of the second car 12. Further, the two cabins 11, 12 are adjusted in mutually opposite directions.
  • the adjustment has at least substantially only apply a torque to the other traction means, which is sufficient to to overcome the unbalanced weight between the two cars 11, 12 and system friction forces.
  • the drive of the elevator installation is controlled by an elevator control 7.
  • the elevator control 7 communicates with the drive via a line. In FIG. 1a this is shown by an arrow 8. Due to car calls or destination inputs, the elevator control 7 instructs the drive to move the car frame 10 or the cabins 11, 12 arranged therein to floors 3, 4, n.
  • the elevator control 7 is connected to an absolute positioning system, which continuously transmits to the elevator control 7 information on the position of the cars 11, 12 or of the cabin frame 10.
  • the absolute positioning system comprises at least one code carrier 20, which is shown here as a code band suspended in the travel area 2 of the car carrier 10. Furthermore, sensor units 21, 22 are provided in the system, which read a code on the code carrier 20.
  • the first booth 11 is assigned a first sensor unit 21 and the second booth 12 is assigned a second sensor unit 22. Each of these sensor units 21, 22 is associated with a processor 23, 24.
  • the processor may evaluate the code provided by the sensor units 21, 22 and calculate an instantaneous absolute position of the respective car 11, 12.
  • the two processors 23, 24 communicate with a safety control unit 27.
  • the respective processors 23, 24 transmit the calculated absolute positions of the cars 11, 12 to the safety control unit 27.
  • the safety control unit 27 is in the Able to calculate an absolute position of the cabin frame 10.
  • the two sensor units 21, 22 may also be connected directly to the safety control unit 27. Accordingly, no separate processors 23, 24 are provided. The evaluation of the incoming sensor signals is carried out in the safety control unit 27, so that both the absolute positions of the cabins 11, 12 and the absolute position of the car frame 10 in the safety control unit 27 are calculated.
  • processors 23, 24 are directly interconnected and exchange according to absolute positions of the respective car 11, 12.
  • each processor 23, 24 may itself calculate an absolute position of the car frame 10 based on the information available to it about the absolute position of both cars 11, 12.
  • the processors 21, 22 or the safety control unit 27 can also calculate an absolute speed of the car frame 10 based on the absolute positions of the cars 11, 12 and the car frame 10.
  • the absolute positions of the cabins 11, 12 can be used to decide whether a car door of a respective car 11, 12 or of an approached floor 3, 4, n is permissibly open.
  • the state of the cabin doors is ever monitored with a door contact 25, 26.
  • the door contacts 25, 26 are connected to the processors 23, 24 via a line.
  • the processors 23, 24 or the safety controller 27 direct a measure, preferably an emergency stop and / or a catch braking, to bring the elevator system 1 in detecting an improper opening in a safe state.
  • the FIG. 1a represents the elevator system in a first situation in which the cabin frame 10 is moved in a lower driving range 2. Accordingly, the upper cabin 11 serves a second lower floor 4 and the lower cabin 12 serves a lower floor 3. The two floors 3, 4 are spaced by a distance d34.
  • an absolute position of the cabin frame 10 can be calculated. The latter absolute position is compared with an end position KNE_0.
  • the end position KNE_0 represents a lowermost position that may be approached by the cabin frame 10.
  • the processors 23, 24 or the safety control unit 27 initiate measures to prevent a collision of the car frame 10 with a lower structure of the shaft 2 or to maintain a maximum permitted speed of the car frame 10 on a loading buffer 5.
  • the safety control unit 27 causes the drive an emergency stop and / or a safety brake, which is arranged on the cabin frame 10 to go to catch.
  • the processors 23, 24 or the safety control unit 27 can also monitor compliance with a maximum permissible speed, preferably position-dependent.
  • the position-dependent permissible speeds are represented as travel curves, in particular end curves.
  • the processors 23, 24 or the safety control unit 27 hereby compare an absolute speed with the permissible speed and an absolute position speed for an absolute position with a position-dependent permissible speed. If the permissible speed is exceeded, the processors 23, 24 or the safety control unit 27 initiate measures, for example an emergency stop and / or an emergency braking, in order to bring the elevator installation 1 into a safe state.
  • the floor areas UET_3 UET_4 are read in and stored on the basis of a learn run.
  • the learning run includes moving the cars 11, 12 to their extreme positions within the cabin frame 10. Based on this information, it is possible to calculate an end position KNE_0 and store it as a reference value. When determining the end position KNE_0, a tolerated rope strain is included.
  • At least one Auffahrpuffer 5 is provided, which buffers a driveway of the cabin frame 10.
  • the distance d0 between the loading buffer 5 and the end position KNE_0 is dimensioned such that a minimum distance HKP_0 between the car frame 10 and the loading buffer 5 can be maintained.
  • HKP_0 a distance between the car frame 10 and the loading buffer 5 is defined when the cars 11, 12 are at the floor 3, 4.
  • the distance HKP_0 is larger than an associated ride between a floor 3, 4 to the final position KNE_0.
  • the final position KNE_0 is typically 100 mm below the last floor 3, 4. HKP_0 is therefore more than 100 mm.
  • the FIG. 1b shows a second situation of the car frame 10 in a lower portion of the shaft 2.
  • the upper car 11 is positioned on a floor 4 and the lower car 12 occupies a lowermost position with respect to the car frame 10.
  • the distance dmax between the cabins 11, 12 is maximum.
  • the permissible end position KNE_1 is set correspondingly lower.
  • the distance d1 between the loading buffer 5 and the end position KNE_1 is selected so that a minimum distance HKP_1 between the car frame 10 and the loading buffer 5 can be maintained.
  • the Figure 1c shows a third situation of the cabin frame 10 in a lower portion of the shaft 2.
  • the lower car 12 is positioned on a floor 3, and the upper car 12 occupies a lowermost position with respect to the car frame 10.
  • a distance dmin between the cabins 11, 12 is minimal.
  • the permissible end position KNE_2 is set correspondingly lower.
  • the distance d2 between the loading buffer 5 and the end position KNE_2 is selected such that a minimum distance HKP_2 between the car frame 10 and the loading buffer 5 can be maintained.
  • one cabin 12 or 11 is empty in each case and only the other cabin 11 or 12 is moved to a floor 4 or 3 in each case.
  • the cabin distance may not need to be adjusted.
  • the pit may be designed deeper. This results in a greater latitude in the operation of the elevator installation 1.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Civil Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Structural Engineering (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Elevator Control (AREA)
EP13198208.4A 2013-12-18 2013-12-18 Ascenseur doté d'un système de positionnement absolu pour une cabine à double étage Withdrawn EP2886501A1 (fr)

Priority Applications (6)

Application Number Priority Date Filing Date Title
EP13198208.4A EP2886501A1 (fr) 2013-12-18 2013-12-18 Ascenseur doté d'un système de positionnement absolu pour une cabine à double étage
CN201480068731.8A CN105829231A (zh) 2013-12-18 2014-11-13 具有用于双层轿厢的绝对位置检测系统的电梯
PCT/EP2014/074480 WO2015090748A1 (fr) 2013-12-18 2014-11-13 Ascenseur pourvu d'un système de positionnement absolu pour une double cabine
EP14802354.2A EP3083476A1 (fr) 2013-12-18 2014-11-13 Ascenseur pourvu d'un système de positionnement absolu pour une double cabine
US15/105,669 US20160318734A1 (en) 2013-12-18 2014-11-13 Elevator with an absolute positioning system for a double-decker car
HK16114447A HK1226044A1 (zh) 2013-12-18 2016-12-20 具有用於雙層轎廂的絕對位置檢測系統的電梯

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP13198208.4A EP2886501A1 (fr) 2013-12-18 2013-12-18 Ascenseur doté d'un système de positionnement absolu pour une cabine à double étage

Publications (1)

Publication Number Publication Date
EP2886501A1 true EP2886501A1 (fr) 2015-06-24

Family

ID=49880451

Family Applications (2)

Application Number Title Priority Date Filing Date
EP13198208.4A Withdrawn EP2886501A1 (fr) 2013-12-18 2013-12-18 Ascenseur doté d'un système de positionnement absolu pour une cabine à double étage
EP14802354.2A Withdrawn EP3083476A1 (fr) 2013-12-18 2014-11-13 Ascenseur pourvu d'un système de positionnement absolu pour une double cabine

Family Applications After (1)

Application Number Title Priority Date Filing Date
EP14802354.2A Withdrawn EP3083476A1 (fr) 2013-12-18 2014-11-13 Ascenseur pourvu d'un système de positionnement absolu pour une double cabine

Country Status (5)

Country Link
US (1) US20160318734A1 (fr)
EP (2) EP2886501A1 (fr)
CN (1) CN105829231A (fr)
HK (1) HK1226044A1 (fr)
WO (1) WO2015090748A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3279124A1 (fr) * 2016-08-02 2018-02-07 Kone Corporation Procédé, unité de commande d'ascenseur et système d'ascenseur pour réglage dynamique d'une limite de vitesse de nivellement d'une cabine d'ascenseur

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Publication number Priority date Publication date Assignee Title
US11618648B2 (en) 2017-10-31 2023-04-04 Inventio Ag Safety monitoring device for monitoring safety-related states in a passenger conveyor system and method for operating same
JP6806108B2 (ja) * 2018-03-23 2021-01-06 フジテック株式会社 ダブルデッキエレベータ
CN112154114B (zh) * 2018-06-27 2022-08-23 因温特奥股份公司 用于确定电梯设备的电梯轿厢的位置的方法和系统
CN109399410A (zh) * 2018-12-12 2019-03-01 上海新时达电气股份有限公司 双轿厢电梯定位控制系统、方法及计算机可读存储介质
JP7192708B2 (ja) * 2019-08-09 2022-12-20 株式会社ダイフク 昇降体支持台
JP7323012B1 (ja) 2022-06-10 2023-08-08 フジテック株式会社 ダブルデッキエレベータ

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JP2013095572A (ja) 2011-11-02 2013-05-20 Hitachi Ltd 階高調整式ダブルデッキエレベータ
EP2657171A1 (fr) * 2012-04-26 2013-10-30 Cedes AG Installation d'élévation, dispositif de marquage et dispositif de mesure

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3279124A1 (fr) * 2016-08-02 2018-02-07 Kone Corporation Procédé, unité de commande d'ascenseur et système d'ascenseur pour réglage dynamique d'une limite de vitesse de nivellement d'une cabine d'ascenseur
US10676316B2 (en) 2016-08-02 2020-06-09 Kone Corporation Method, elevator control unit, and elevator system for dynamically adjusting a levelling speed limit of an elevator car

Also Published As

Publication number Publication date
CN105829231A (zh) 2016-08-03
EP3083476A1 (fr) 2016-10-26
HK1226044A1 (zh) 2017-09-22
US20160318734A1 (en) 2016-11-03
WO2015090748A1 (fr) 2015-06-25

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