EP3099616A1 - Procédé pour faire fonctionner un système d'ascenseur - Google Patents

Procédé pour faire fonctionner un système d'ascenseur

Info

Publication number
EP3099616A1
EP3099616A1 EP15704956.0A EP15704956A EP3099616A1 EP 3099616 A1 EP3099616 A1 EP 3099616A1 EP 15704956 A EP15704956 A EP 15704956A EP 3099616 A1 EP3099616 A1 EP 3099616A1
Authority
EP
European Patent Office
Prior art keywords
cabin
cabins
shaft
elevator
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.)
Granted
Application number
EP15704956.0A
Other languages
German (de)
English (en)
Other versions
EP3099616B1 (fr
Inventor
Markus Jetter
Stefan Gerstenmeyer
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.)
TK Elevator Innovation and Operations GmbH
Original Assignee
ThyssenKrupp Elevator 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 ThyssenKrupp Elevator AG filed Critical ThyssenKrupp Elevator AG
Publication of EP3099616A1 publication Critical patent/EP3099616A1/fr
Application granted granted Critical
Publication of EP3099616B1 publication Critical patent/EP3099616B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
    • B66B1/2408—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration where the allocation of a call to an elevator car is of importance, i.e. by means of a supervisory or group controller
    • B66B1/2491—For elevator systems with lateral transfers of cars or cabins between hoistways
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
    • B66B1/2408—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration where the allocation of a call to an elevator car is of importance, i.e. by means of a supervisory or group controller
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
    • B66B1/2408—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration where the allocation of a call to an elevator car is of importance, i.e. by means of a supervisory or group controller
    • B66B1/2416—For single car elevator systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
    • B66B1/2408—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration where the allocation of a call to an elevator car is of importance, i.e. by means of a supervisory or group controller
    • B66B1/2433—For elevator systems with a single shaft and multiple cars
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
    • B66B1/2408—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration where the allocation of a call to an elevator car is of importance, i.e. by means of a supervisory or group controller
    • B66B1/2458—For elevator systems with multiple shafts and a single car per shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
    • B66B1/2408—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration where the allocation of a call to an elevator car is of importance, i.e. by means of a supervisory or group controller
    • B66B1/2466—For elevator systems with multiple shafts and multiple cars per shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B3/00—Applications of devices for indicating or signalling operating conditions of elevators
    • B66B3/002—Indicators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B9/00—Kinds or types of lifts in, or associated with, buildings or other structures
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B9/00—Kinds or types of lifts in, or associated with, buildings or other structures
    • B66B9/003—Kinds or types of lifts in, or associated with, buildings or other structures for lateral transfer of car or frame, e.g. between vertical hoistways or to/from a parking position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B2201/00—Aspects of control systems of elevators
    • B66B2201/10—Details with respect to the type of call input
    • B66B2201/103—Destination call input before entering the elevator car
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B2201/00—Aspects of control systems of elevators
    • B66B2201/30—Details of the elevator system configuration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B2201/00—Aspects of control systems of elevators
    • B66B2201/30—Details of the elevator system configuration
    • B66B2201/301—Shafts divided into zones
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B2201/00—Aspects of control systems of elevators
    • B66B2201/30—Details of the elevator system configuration
    • B66B2201/304—Transit control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B2201/00—Aspects of control systems of elevators
    • B66B2201/30—Details of the elevator system configuration
    • B66B2201/304—Transit control
    • B66B2201/305—Transit control with sky lobby

Definitions

  • the present invention relates to a method for operating an elevator system and to a corresponding elevator system.
  • Skyscrapers and multi-storey buildings require complex elevator systems to handle all transport operations as effectively as possible.
  • peak times for example, a large number of users from the different floors to be transported to the ground floor.
  • Single-cabin systems or single-cabin systems have a cabin in an elevator shaft.
  • Biplane cabin systems have two cabins in a hoistway. These two cabins of a biplane cabin system are usually firmly connected to each other and can usually not be moved independently.
  • Multi-cabin systems have at least two cabins in an elevator shaft. These cabins of a multi-cab system can be moved independently of each other.
  • Such multi-car systems with two independently movable in an elevator car cabins are sold by the applicant under the name "TWIN”.
  • Each known elevator system usually has individual advantages, but also individual disadvantages.
  • it is hardly efficient to use only a single cabin system.
  • Known cabin systems are hardly able to cope with the requirements for the ever-increasing number of floors of high-rise buildings and the associated increase in users.
  • Extensions of such known cabin systems and their performance require an increased space and space requirements and go with increased operating, installation and maintenance costs and a large demand for resources. Extensions of known cabin systems therefore often prove to be not economical and can not meet requirements in building planning.
  • An elevator system comprises a first and a second shaft unit. At least one single cabin system or single cabin system and / or at least one multi-cabin system is provided in the first shaft unit. At least one shaft-changing multi-car system is provided in the second shaft unit.
  • the first shaft unit may thus comprise a plurality of single and / or multiple cab systems.
  • a separate elevator shaft is provided for each single-cabin system and for each multi-cabin system.
  • the first shaft unit may thus comprise a plurality of elevator shafts.
  • Within the individual elevator shafts of the first shaft unit thus runs a convenient number of cabins.
  • At least one shaft-changing multi-car system is provided in the second shaft unit.
  • the second shaft unit comprises in particular at least two elevator shafts.
  • At least one shaft-changing multi-car system operates in these at least two elevator shafts.
  • a bay-changing multi-car system in this case comprises in particular at least two cabins in at least two elevator shafts. This at least two cabins can conveniently switch between the at least two elevator shafts.
  • the cabins of a shaft-changing multi-car system are not tied to a hoistway, as is the case with single-cabin systems and multi-car systems.
  • the cabins of a shaft-changing multi-car system can change at an upper and / or at a lower end of the elevator shafts between the elevator shafts.
  • a change of the cabins between the elevator shafts in other functional floors, for example in the area of the shaft center, is conceivable.
  • the shaft-changing multi-car system comprises more than two elevator shafts, the individual cabins of the shaft-changing multi-car system can in particular alternate between all of these elevator shafts.
  • Such a change of cabins between elevator shafts can be carried out, for example, only between adjacent elevator shafts, or in particular also flexibly between non-adjacent elevator shafts.
  • a transport operation that is to say a delivery of a passenger or several passengers
  • the elevator system comprises a control unit which is able to calculate an optimal transport process taking into account respective cabins, using a suitable computer model.
  • a control unit is expediently designed with a target control unit or destination selection control which can be actuated by persons to be conveyed.
  • it is thus assessed which cabins of the individual cabin systems of the elevator installation are used for the transport process.
  • One Changing the cabins of two car systems takes place in appropriate transfer levels or transfer stops or UmTDshaltestellen.
  • these transfer stops serve for transport operations to higher floors.
  • the transfer stops offer additional degrees of freedom for possible combination or combinatorics of the individual cabins of the different cabin systems for the transport process.
  • the transfer stops thus form a variable for the evaluation or decision according to the invention, which cabin (s) of the different cabin systems are used for the transport process.
  • all the cabin systems of the first and the second shaft unit are taken into account.
  • the evaluation is not performed separately and independently for the different cabin systems of the first and second manhole units.
  • the elevator system as a whole is considered for the evaluation.
  • a combination of all cabin systems of the elevator installation is thus taken into account for the evaluation.
  • the elevator system is thus not operated as a mere juxtaposition of the individual cabin systems.
  • the individual cabin systems of the elevator system are thus not operated independently.
  • the individual cabin systems are thus combined with each other in the best possible way.
  • the individual cabin systems are thus networked with each other.
  • all cabins of the individual cabin systems are networked with each other.
  • all cabins of the individual cabin systems are thus taken into account.
  • the transfer stops allow passengers between cabins individual cabin systems can change, such networking or combination of individual cabin systems.
  • the transport process can be carried out as quickly as possible or best possible.
  • the individual cabin systems can be combined with each other via the transfer stops.
  • the advantages of the individual cabin systems are exploited and their disadvantages or weaknesses can be minimized or eliminated.
  • the individual cabin systems separately per se are today hardly able to meet the high demands in buildings or high-rise buildings with a large number of floors.
  • this is made possible by the combination or networking of single-cabin systems, multi-cabin systems and shaft-changing multi-car systems according to the invention.
  • a shaft-changing multi-car system has the advantage of a high handling capacity (HC), ie a high transport capacity.
  • HC high handling capacity
  • this advantage can be exploited optimally only if the shaft-changing multi-car system has to insert as few intermediate stops as possible. Since it is made possible by the invention to carry out transport operations with as few transfers and thus with as few intermediate stops as possible, these advantages of the shaft-changing multi-car system can be optimally utilized.
  • the invention is particularly suitable for elevator systems in buildings with a building height or a vertical length of up to 1000 m.
  • a handling capacity for the transport of passengers can be optimized.
  • a cross-sectional area of the vertical transport system can be minimized.
  • Area and space requirements of the elevator system according to the invention can be kept as low as possible in order to optimize the handling capacity.
  • the inventive combination or networking of the individual cabin systems and the evaluation according to the invention, which are used in the cabins of the individual cabin systems for a transport process the transport processes can be optimized. In particular, the transport processes can be carried out as quickly and time-optimized as possible, with a minimum time for a user to reach the destination floor. Furthermore, this results in low waiting times.
  • a waiting time at the starting floor to a cabin of the elevator system can be kept as small as possible.
  • the transport process is carried out with a minimum number of intermediate stops of the individual cabins.
  • the transport process can be carried out with a transfer or a change or a change of cabins.
  • the evaluation according to the invention reduces these necessary transfers to a minimum.
  • the elevator system thus has an objectively and / or subjectively optimized transport behavior.
  • the networking of the individual cabin systems or the evaluation according to the invention are carried out in particular by a suitable networking control, which is carried out for example on an appropriate control unit or a suitable control unit.
  • the elevator system according to the invention can also be operated without this networking or combination of the individual cabin systems, for example, if these Networking control fails.
  • the individual cabin systems can also be operated independently of each other and not networked together.
  • the assessment can take into account the individual cabin systems themselves and not their combination or networking.
  • the inventive division of elevator shafts into a first and a second shaft unit can be regarded as a basic configuration, which can be flexibly adjusted depending on the height of a corresponding building. Accordingly, the basic configuration can also vary depending on the population of the corresponding building or traffic flow, ie the (average) number of transport operations.
  • double-decker cabin systems with two permanently interconnected cabs are often used.
  • these have considerable disadvantages.
  • the use of cabins of a shaft-changing multi-car system results in significant advantages. While cabins of a biplane cabin system have a comparatively large mass and can not be moved flexibly and independently of one another, the cabins of the shaft-changing multi-cab system can be moved individually, individually and independently of one another.
  • the ability to flexibly switch between elevator shafts results in a further degree of freedom for the evaluation.
  • the use of single and multiple cabin systems also offers considerable advantages over double-decker cabin systems.
  • multi-cabin systems have the advantage over double-decker cabin systems in that they operate a plurality of cabins, which can be flexibly moved in different directions.
  • double-decker cabin systems usually require double entry levels. Due to the combination of the cabin systems according to the invention, no such double entry levels are required. Such double access levels usually also require escalators or escalators for an upper of the double entrance levels, creating further expense. Nevertheless, the use of double access levels is also possible for the invention.
  • the first and the second shaft unit are each divided into vertical intervals. These single vertical Intervals include or extend in each case over a specific or appropriate number of floors.
  • the two shaft units are subdivided analogously into the same vertical intervals.
  • the vertical length of a building in which the elevator system according to the invention is installed can be divided into equal, equidistant vertical intervals.
  • the individual vertical intervals can also each comprise a different, suitable number of storeys.
  • each of these vertical intervals of the first shaft unit can be provided in each case one or more of the single-cabin systems.
  • an elevator shaft is provided in the respective vertical interval for each single-cabin system.
  • a car is movable in this elevator shaft of the vertical interval.
  • a common multi-car system can also be provided in several of the vertical intervals. These vertical intervals are in particular vertically adjacent intervals.
  • an elevator shaft extends over these corresponding vertical intervals.
  • the cabins of this multi-car system can be moved independently in this elevator shaft over the corresponding vertical intervals. In particular, in each case one cabin of this multi-car system is moved within one of these vertical intervals. In particular, in each case one cabin of this multi-car system thus operates in each of these vertical intervals.
  • a multi-car system is provided in a vertical interval or that in each case one of the vertical intervals of the first shaft unit reverses a multi-car system.
  • vertical intervals each comprise an elevator shaft in which several cars of the respective multi-car system can be moved independently.
  • a first vertical interval may include a first elevator shaft in which a single cabin system is present.
  • this first vertical interval may comprise a second elevator shaft, which is not limited to this first vertical interval and also extends over an overlying second vertical interval.
  • a multi-car system can be present.
  • the first shaft unit may thus comprise a plurality of single and / or multiple cab systems. Furthermore, the first shaft unit can thus comprise a plurality of elevator shafts. Individual lift shafts can extend only within a vertical interval or over several vertically adjacent vertical intervals. Within the individual elevator shafts of the first shaft unit thus runs a convenient number of cabins. Each of these cabins operates only within the specific vertical intervals or between the floors of these particular vertical intervals in which the corresponding single-cabin system or multi-cab system is provided.
  • the elevator shafts of the individual vertical intervals of the first shaft unit do not extend over the entire vertical length of the building, but only over the vertical length of the respective interval or the respective intervals.
  • the individual elevator shafts of the vertical intervals are separated from one another, in particular by material physical barriers or demarcated.
  • Each elevator shaft of the vertical intervals has, in particular, its own machine room for the respective single or multi-cab system. In particular, also machine roomless versions of the single or multi-cabin systems are conceivable.
  • hoist shafts from adjacent, consecutive vertical intervals located above each other may not be separated by any physical physical barrier and be interconnected.
  • a shaft may extend over the entire vertical length of the building.
  • Individual (consecutive) floors are expediently divided into the individual vertical intervals or combined to these.
  • This elevator shaft is thus divided into a convenient number of vertical intervals and thus in a convenient number of smaller elevator shafts.
  • a cabin in one of the elevator shafts of the first shaft unit is in particular not possible to move over the entire vertical length of the building. Each cabin can in particular only move within the corresponding vertical intervals in which the respective single or. Multi-cabin system is provided.
  • the shaft-changing multi-car system (s) in the second shaft unit extend in particular over a plurality of the vertical intervals, in particular over all vertical intervals. This means in particular that cabins of a shaft-changing multi-car system can drive to all floors.
  • the cabins of a shaft-changing multi-car system can change at an upper and / or at a lower end of the elevator shafts between the elevator shafts.
  • a change of cabins between the elevator shafts takes place in particular in at least one of the vertical intervals, more particularly between two superimposed arranged vertical intervals.
  • Two vertical intervals arranged one above the other are to be understood as meaning two vertical intervals adjacent in the vertical direction.
  • a change of the cabins of two cabin systems takes place in the transfer stops.
  • transfer stops are floors at which adjacent vertical intervals adjoin one another. In particular, these transfer stops serve for transport operations to higher floors. Transfer stops, on which two vertical intervals arranged one above the other, thus form, in particular, entry possibilities for the cabin system of the respective upper of these two vertical intervals.
  • the cabins of the at least one shaft-changing multi-car system can travel over the entire vertical length of the second shaft unit.
  • the cabins of the at least one shaft-changing multi-car system can be moved over the complete vertical length of the respective elevator shafts of the second shaft unit.
  • the elevator shafts of the second shaft unit can extend over the entire vertical length of the building.
  • the cabins of the single-cabin systems and the multi-cab systems only operate within certain vertical intervals of the first shaft unit.
  • each shaft-changing multi-car system can also extend only over one (in particular different, individual) part of the vertical length of the building or of the hoistway and thus over certain vertical intervals.
  • this multi-car system is a two-cabin system in which two cabins are moved independently of each other. In an upper one In this case, an upper cabin of the multi-car system is moved in these two vertical intervals, in a lower of these two vertical intervals a lower cabin of the multi-car system is moved.
  • the floor to which these two vertical intervals adjoin serves in particular as a transfer stop or entry level for the upper cabin of the multi-car system.
  • the lowermost floor of the lower vertical interval serves in particular as transfer stop or entry level for the lower cabin of the multi-car system.
  • the vertical intervals of the elevator shafts may overlap.
  • this is meant that certain floors are calculated at two different vertical intervals. If two vertical intervals overlap, the cabs of the respective two single or multi-car systems of these two overlapping vertical intervals in the elevator shaft can thus approach these overlapping floors.
  • the particular floors, in which two vertical intervals overlap can thus be approached both by the cabin of the single or multi-car system of one overlapping vertical interval, and by the cabin of the single or multi-car system of the other overlapping vertical interval.
  • the cabins of the single cabin systems or the multi-cab systems only operate within the respective vertical intervals.
  • the overlap of vertical intervals may allow certain floors to still be approached by multiple cabins.
  • the overlapping floors thus form overlapping transfer stops, at which passengers can enter both the cabin system of the upper vertical interval and the cabin system of the lower vertical interval.
  • overlapping transfer stops are suitable for two single-cabin systems.
  • the cabins of the shaft-changing multi-car system of the second shaft unit are used as feeder cabs in the course of a first partial transport operation of the transport process.
  • the transport process can thus be subdivided into several subtransport operations, in particular into two subtransport operations.
  • a comparatively large vertical distance or height or number of storeys is thus covered.
  • the feeder serve thus to cover a long distance.
  • the cabins of the shaft changing multi-car system are thus used as long-distance cabins.
  • the cabins of the shaft-changing multi-car system have to insert as few intermediate stops as possible.
  • the cabins of the shaft-changing multi-car system are used in the course of the first sub-transport operation as feeder cabins in transfer stops.
  • the feeder cabins are thus moved in particular between the transfer stops.
  • passengers are thus transported to transfer stops at which the passengers can transfer to another cabin system.
  • these feeder cabins operate in the course of the first partial transport operation of the transport process between individual vertical intervals.
  • the cabins of the single-cabin systems and multi-cabin systems of the first shaft unit are used as short-distance cabins in the course of a second partial transport operation of the transport process.
  • these short-distance cabs preferably run between floors within the respective vertical intervals of the corresponding single-cabin system or multi-cabin system.
  • a relatively small vertical distance or height or number of floors is covered.
  • the cabins of the single cabin system or multi-cab system of the first shaft unit within The individual vertical intervals are thus designed in particular as local elevator groups.
  • the bay-changing multi-car system as feeder cabins (in particular in a transfer stop) for the first partial transport operation and the single and multi-car system as short-distance cabins for the second partial transport operation is thus a particularly preferred combination or networking of the individual cabin systems
  • this first partial transport operation can be carried out at the vertical interval in which the destination floor lies.
  • the second partial transport operation can subsequently be carried out within this vertical interval to the corresponding destination floor.
  • transfer stops are thus transfer options for the transport process.
  • a change of cabins between individual subtransport operations takes place in these transfer stops.
  • the transfer stops are especially feeder stops.
  • a change from a feeder cabin of the first partial transport into a short-distance cabin of the second partial transport takes place in these transfer stops.
  • transfer stops floors can also be selected within individual vertical intervals.
  • the transfer stops can be chosen flexibly, even during the regular operation of the elevator system.
  • the transfer stops are therefore not fixed and binding, but can be chosen flexibly, adapted to the current traffic flow or the current number of transport operations.
  • it can be selected which floors are used as transfer stops.
  • the individual transfer stops can be all of them Feeder cabins are split. Thus, unnecessary stops of individual cabins are avoided.
  • the transfer stops are each provided at vertical intervals of 20 m to 100 m.
  • the transfer stops can be arranged in particular in such a way (in particular equidistant) vertical distances, which are optimal in order to cope with the up-peak (large number of transport operations in higher floors) at peak times.
  • the transfer stops are provided in vertical intervals such that an optimal dispatch algorithm can be carried out in the course of the evaluation according to the invention.
  • the shaft units are divided into two to five vertical intervals per 100 m building height.
  • both shaft units are divided into the same vertical intervals.
  • an optimal dispatch algorithm can be carried out in the course of the evaluation according to the invention.
  • a disability minimized traffic of the moving cabins is ensured in the shaft units.
  • the elevator system is operated without a destination selection control (DSC) or without a call delivery.
  • DSC destination selection control
  • the cabins of the multi-car system are (exclusively) used as feeder cabins, destination selection control can be saved.
  • the individual vertical intervals can be realized in particular with a direction-sensitive collective control.
  • a destination selection control or a call delivery it is thus ensured, in particular, that a cabin is always provided immediately in the interchange possibilities.
  • the shaft-changing multi-car system is operated without call control.
  • the cabins of the shaft-changing multi-car system are in particular permanently moved between the transfer stops, regardless of a call control.
  • Passengers in this case can board any of the cabins of the multi-bay, bay-changing system which is available at the starting floor to begin their transport operation. The passenger then autonomously gets off at the appropriate transfer stop and enters one of the short-distance cabins to arrive at the destination storey. Alternatively, it is still possible to operate the shaft-changing multi-car system with a call control.
  • the cabins of the shaft-changing multi-car system or the cabins of each shaft-changing multi-car system are respectively synchronized.
  • starts or departures and arrivals of the individual cabins of the shaft-changing multi-car system are synchronized, thus coordinated.
  • the departures and arrivals at the individual transfer stops are synchronized.
  • congestion is avoided and an optimal number of cabins of the shaft-changing multi-car system can be operated.
  • the synchronization curves of the individual cabins can be customized.
  • long service lives and separate stops by waiting for other cabins are avoided or reduced.
  • counter-rotating cabins of the shaft-changing multi-car system can be taken into account and coordinated with one another.
  • the journeys of oppositely moving cabins can be coordinated with each other, so that the opposing moving cabins set in motion substantially simultaneously.
  • the multi-car system can be regarded as a "virtual" counterweight of a second, ascending cabin of the shaft-changing multi-car system.
  • an energy management of the elevator system can be further optimized.
  • By the downward movement of the first cabin energy can be gained, which is used (instantaneously) for the upward movement of the second cabin.
  • a connection value of the elevator system can be optimized.
  • information relating to the transport process is output by means of a display device.
  • Such information may include in particular departure times or arrival times of cabins, which are used for the transport process.
  • the information may include delay times by which, for example, the departure of a car is delayed.
  • delay times can occur, for example, when cabins of the shaft-changing multi-car system are synchronized. It may be the case, for example, that in one of the cabins passengers still board, while another cabin, which serves as a virtual counterweight, is ready to drive off.
  • Such a display device represents in particular an information system for arrival and departure.
  • Such display devices may be formed, for example, visually and / or acoustically.
  • a display device is designed as a monitor, which is arranged in the individual cabins and / or outside the cabins.
  • a display device may also be arranged at the individual transfer stops.
  • the transport process is carried out in particular outside of definable peak times by means of a cabin of the shaft-changing multi-car system in the course of a direct drive.
  • a cabin of the shaft-changing multi-car system In the course of a direct journey, only the corresponding cabin performs the transport process from the initial storey to the destination storey.
  • not several cabins especially a feeder cabin and a short-distance cabin
  • the energy required to operate the elevator system can thus be reduced outside the rush hours, for example.
  • the number of cabins of the shaft-changing multi-car system can be changed.
  • the number can be changed or adjusted depending on the number of transport processes or depending on the actual or expected traffic flow.
  • Individual cabins (temporarily) can be removed from the shaft-changing multi-cab system.
  • These remote cabins can be stored in particular in a garage or in a storage room.
  • it can be assessed whether and how many cabins are to be removed from the shaft-changing multi-car system. This evaluation can be carried out in particular intelligent, self-learning and predictive.
  • a predeterminable time window parameter taking into account pre-selectable criteria and / or predefinable and / or current or detected in a predeterminable time window parameter is decided based on which cabin or cabins of the transport process to be performed.
  • the control unit of the elevator system is able, on the basis of input pre-selectable criteria and / or predeterminable and / or detected parameters using an appropriate calculation model, to calculate an optimal transport process taking into account respective cabins.
  • Such a control unit is expediently designed with a target control unit or destination selection control which can be actuated by persons to be conveyed.
  • criteria or parameters in particular different traffic routes or ways to perform the transport process can be calculated. These different traffic routes can take into account both direct trips and combinations of cabins of the different cabin systems. On the basis of the criteria or parameters mentioned, the best or most favorable of these traffic routes is selected.
  • FIG. 1 shows schematically a preferred embodiment of an elevator system according to the invention, which is adapted to carry out a preferred embodiment of a method according to the invention.
  • FIG. 1 schematically shows a preferred embodiment of an elevator system according to the invention of a building and denotes 100.
  • the elevator system 100 has a first shaft unit 110 and a second shaft unit 120.
  • the manhole units are divided into five vertical intervals II, 12, 13, 14, 15. A certain number of floors are each combined into one of the vertical intervals. All five vertical intervals II, 12, 13, 14, 15 have the same vertical height in this example. All five vertical intervals II, 12, 13, 14, 15 continue to comprise the same number of floors in this example. The vertical intervals may each have a different appropriate number of floors or at a vertical height.
  • the building in which the elevator system 100 is installed should have a purely exemplary building height of 100 m.
  • Each vertical interval in this example therefore extends over 20 m building height.
  • the building comprises 25 floors by way of example.
  • Each vertical interval thus extends over 5 floors.
  • Floors, to each of which two vertical intervals adjoin one another, are provided as transfer stops or transfer possibilities H1, H2, H3, H4.
  • An entry point HO is arranged in particular on a ground floor.
  • the second shaft unit 120 has four elevator boxes 21, 122, 123, 124 here.
  • a shaft-changing multi-car system is implemented in particular 20 cabins, which can flexibly change between the four shafts 121, 122, 123, 124 of the second shaft unit 120.
  • the first shaft unit 110 has four elevator shafts lilac, 112a, 113a and 114a within the first interval II. Within the second and third Intervals 12 and 13, the first shaft unit 110 further four elevator shafts 111b, 112b, 113b and 114b.
  • the first shaft unit 110 has a further four elevator shafts 111c, 112c, 113c and 114c. These elevator shafts of the different vertical intervals are separated from each other in particular by vertical physical barriers (eg concrete ceilings) and in particular each have their own machine room.
  • vertical physical barriers eg concrete ceilings
  • a cabin of a single-car system is reversed within the vertical interval II.
  • a total of five cabins run between the entry point HO and the transfer possibility Hl.
  • These cabins are not shown in detail for the sake of clarity.
  • the four shafts 111b, 112b, 113b, 114b of the vertical intervals 12 and 13 of the first shaft unit 110 there are two independently movable cabs of a respective multi-car system. These multi-car systems are each designed as a two-cabin systems.
  • the transfer stop Hl serves in particular as an entry point for these lower cabins of each multi-cabin system.
  • the transfer stop H2 serves, in particular, as an entry possibility for these upper cabins of the respective multi-car system.
  • a first transport operation is to be carried out in the fourth floor S4.
  • a second transport operation is to be carried out in the 10th floor S10, which represents the second transfer stop H2.
  • a third transport operation is to be carried out on the 17th floor S17.
  • a fourth transport process is to be carried out in the 22nd floor S22.
  • the first transport operation is performed in the fourth floor S4 by means of the cabin of the single cabin system in the elevator shaft purple of the first shaft unit 110 as a direct drive.
  • the second transport operation to the 10th floor S10 is performed by a car of the shaft-changing multi-car system in the hoistway 121 of the second hoistway unit 120 as a direct drive.
  • the third transport operation to the 17th floor S17 will be carried out in two partial transport operations.
  • a first partial transport process is first carried out from the ground floor to the transfer station H3.
  • This first partial transport operation is carried out by means of a cabin of the shaft-changing multi-car system in the elevator shaft 123 of the second shaft unit 120 as a feeder drive.
  • a second partial transporting operation from the transfer station H3 to the floor S17 is performed.
  • This second partial transport operation is performed with the lower cabin of the multi-car system in the elevator shaft 114c of the vertical interval 14.
  • the fourth transport process to the 22nd floor S22 is also carried out in two partial transport operations.
  • a first partial transport operation is first carried out from the ground floor to the transfer station H4.
  • This first partial transport operation is carried out by means of the cabin of the shaft-changing multi-car system in the elevator shaft 121 of the second shaft unit 120 as a feeder drive.
  • This cabin must therefore make a stopover in the transfer stop H2, in order to carry out the second transport process.
  • the cabin then continues to transfer stop H4.
  • a second partial transport operation from the transfer station H4 to the floor S22 is performed.
  • This second partial transport operation is performed with the upper cabin of the multi-car system in the elevator shaft 113 c of the vertical interval 15.

Landscapes

  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Structural Engineering (AREA)
  • Elevator Control (AREA)
  • Lift-Guide Devices, And Elevator Ropes And Cables (AREA)
  • Types And Forms Of Lifts (AREA)

Abstract

La présente invention concerne un procédé pour faire fonctionner un système d'ascenseur (100) comportant une première unité de cages (110) et une seconde unité de cages (120) qui comportent chacune un certain nombre de cages d'ascenseurs (111a, 111b, 111c, 112a, 112b, 112c, 113a, 113b, 113c, 114a, 114b, 114c; 121, 122, 123, 124), au moins un système mono-cabine et/ou au moins un système multi-cabines étant disposé dans la première unité de cages (110), au moins un système multi-cabines à changement de cages étant disposé dans la seconde unité de cages (120) et, lorsqu'une opération de transport doit être effectuée d'un étage de départ à un étage d'arrivée, une décision étant prise pour effectuer l'opération de transport au moyen d'une cabine d'un ou de plusieurs systèmes mono-cabine, d'une cabine ou de plusieurs cabines du ou des systèmes multi-cabines, d'une cabine ou de plusieurs cabines du ou des systèmes multi-cabines à changement de cages ou d'une combinaison de ceux-ci.
EP15704956.0A 2014-01-31 2015-01-29 Procédé pour faire fonctionner un système d'ascenseur Active EP3099616B1 (fr)

Applications Claiming Priority (2)

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DE102014201804.8A DE102014201804A1 (de) 2014-01-31 2014-01-31 Verfahren zum Betreiben eines Aufzugsystems
PCT/EP2015/000167 WO2015113764A1 (fr) 2014-01-31 2015-01-29 Procédé pour faire fonctionner un système d'ascenseur

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EP3099616A1 true EP3099616A1 (fr) 2016-12-07
EP3099616B1 EP3099616B1 (fr) 2020-04-22

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EP (1) EP3099616B1 (fr)
JP (1) JP6663352B2 (fr)
KR (1) KR102154891B1 (fr)
CN (1) CN105939949B (fr)
BR (1) BR112016017526B1 (fr)
CA (1) CA2936819C (fr)
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Publication number Publication date
US10106372B2 (en) 2018-10-23
CN105939949B (zh) 2019-11-15
KR20160114702A (ko) 2016-10-05
CA2936819C (fr) 2019-03-26
BR112016017526A2 (fr) 2017-08-08
JP2017504542A (ja) 2017-02-09
JP6663352B2 (ja) 2020-03-11
BR112016017526B1 (pt) 2022-03-15
DE102014201804A1 (de) 2015-08-06
EP3099616B1 (fr) 2020-04-22
CN105939949A (zh) 2016-09-14
CA2936819A1 (fr) 2015-08-06
WO2015113764A1 (fr) 2015-08-06
KR102154891B1 (ko) 2020-09-11
US20170001829A1 (en) 2017-01-05

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