EP3099616B1 - Procédé pour faire fonctionner un système d'ascenseur - Google Patents

Procédé pour faire fonctionner un système d'ascenseur Download PDF

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Publication number
EP3099616B1
EP3099616B1 EP15704956.0A EP15704956A EP3099616B1 EP 3099616 B1 EP3099616 B1 EP 3099616B1 EP 15704956 A EP15704956 A EP 15704956A EP 3099616 B1 EP3099616 B1 EP 3099616B1
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EP
European Patent Office
Prior art keywords
shaft
car
cabin
cars
systems
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.)
Active
Application number
EP15704956.0A
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German (de)
English (en)
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EP3099616A1 (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 Innovation and Operations GmbH
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Publication of EP3099616A1 publication Critical patent/EP3099616A1/fr
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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
    • 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
    • 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 a corresponding elevator system.
  • Skyscrapers and buildings with a large number of floors require complex elevator systems in order to handle all transport processes as effectively as possible.
  • a large number of users should be transported from the different floors to the ground floor.
  • Double-decker car systems have two cars in one elevator shaft. These two cabins of a double-decker cabin system are usually firmly connected to one another and mostly cannot be moved independently of one another.
  • Multi-car systems have at least two cars in an elevator shaft. These cabins of a multi-cabin system can be moved independently of one another.
  • Such multi-cabin systems with two cabins which can be moved independently of one another in an elevator shaft are marketed by the applicant under the name "TWIN".
  • an elevator system is known in which a multi-car system changing shafts is provided in two elevator shafts, which connects a bottom floor with an uppermost floor, the cars of the multi-car system only stopping at fixed main floors.
  • one-car systems are provided as local elevators in further elevator shafts, which can move to all floors within a shaft section. Elevator users should use the multi-cabin system to travel to a suitable main floor. Using one of the single-cabin systems, the elevator user should then travel to the desired floor.
  • a similar elevator system is also in the JP H07 277615 A disclosed.
  • Each known elevator system mostly has individual advantages, but also individual disadvantages.
  • For modern elevator systems it is hardly efficient to use only a single car system.
  • Known cabin systems are hardly able to cope with the requirements for the steadily growing number of storeys 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 requirement and are associated with increased operating, installation and maintenance costs and one great need for resources. Extensions of known cabin systems therefore often prove to be not economical and cannot meet building planning requirements.
  • An elevator system comprises a first and a second shaft unit. At least one single-cabin system or one-cabin system and / or at least one multi-cabin system is provided in the first shaft unit. At least one shaft-changing multi-cabin system is provided in the second shaft unit.
  • the first shaft unit can thus comprise a large number of single and / or multi-cabin systems.
  • a separate elevator shaft is provided for each single-cabin system and for each multi-cabin system.
  • the first shaft unit can thus comprise a plurality of elevator shafts. An appropriate number of cabs thus travels within the individual elevator shafts of the first shaft unit.
  • At least one shaft-changing multi-cabin system is provided in the second shaft unit.
  • the second shaft unit comprises in particular at least two elevator shafts.
  • In these at least two elevator shafts there is at least one multi-car system changing shafts.
  • a shaft changing multi-car system comprises in particular at least two cars in at least two elevator shafts. These at least two cars can expediently switch between the at least two elevator shafts.
  • the cabins of a multi-car system that changes shafts are not permanently bound to an elevator shaft, as is the case with single-car systems and multi-car systems.
  • the cars of a multi-car system changing shafts can switch between the elevator shafts at an upper and / or at a lower end of the elevator shafts. It is also conceivable to change the cars between the elevator shafts on other suitable floors, for example in the area of the center of the shaft. If the shaft-changing multi-car system comprises more than two elevator shafts, the individual cars of the shaft-changing multi-car system can in particular switch between all of these elevator shafts. Such a change of cabins between elevator shafts can, for example, only be carried out between adjacent elevator shafts, or in particular also flexibly between non-adjacent elevator shafts.
  • the decision is made as to which cabin or cabins the transport process is to be carried out. It will be decided whether the transport process is carried out using one or more cabins of the at least one single-cabin system, one or more cabins of the at least one multi-cabin system, one or more cabins of the at least one shaft-changing multi-cabin system or a combination of these
  • the elevator system comprises a control unit, which is able to calculate an optimal transport process, taking into account the respective cabs, using a suitable computing model.
  • a control unit is expediently designed with a target control unit or target selection control that can be actuated by persons to be conveyed.
  • 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 as to which cabin (s) of the different cabin systems are used for the transportation process.
  • All of the cabin systems of the first and second shaft units are taken into account for the evaluation.
  • the evaluation is not carried out separately and independently of one another for the different cabin systems of the first and second shaft units.
  • the elevator system as a whole is taken into account for the assessment. In particular, a combination of all of the elevator system's cabin systems is thus taken into account for the evaluation.
  • the elevator system is therefore not operated as a mere series of individual car systems.
  • the individual car systems of the elevator system are therefore not operated independently of one another.
  • the individual cabin systems are thus combined with one another as best as possible.
  • the individual cabin systems are thus networked with one another.
  • all the cabins of the individual cabin systems are networked with one another.
  • all cabins of the individual cabin systems are taken into account.
  • the transfer stops enable passengers to be transferred between cabins individual cabin systems can change, such networking or combination of the individual cabin systems.
  • the combination of the individual cabin systems or the combination of the individual cabins of the individual cabin systems can be used to carry out the transport process as quickly as possible or as well as possible.
  • the individual cabin systems can be combined with each other via the transfer stops.
  • the invention provides an effective combination of a shaft changing multi-cabin system with single and / or multi-cabin systems.
  • the advantages of the individual cabin systems can also be optimally combined or maximized.
  • a shaft changing multi-cabin system has the advantage of a high handling capacity (HC), i.e. a high transport capacity.
  • HC high handling capacity
  • this advantage can only be optimally exploited if the shaft-changing multi-cabin system has to make as few stops as possible. Since the invention makes it possible to carry out transport processes with as few transfers as possible and thus with as few intermediate stops as possible, these advantages of the multi-cabin system changing shafts can be optimally used.
  • 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 by means of the elevator system according to the invention.
  • a cross-sectional area of the vertical transport system can be minimized.
  • the space 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 transport processes can be optimized by the combination or networking of the individual cabin systems and the evaluation according to the invention as to which of the cabins of the individual cabin systems are used for a transport process.
  • the transport processes can be carried out as quickly as possible and in a time-optimized manner, with a minimal time for a user to reach the destination floor.
  • a waiting time on the starting floor for a car in the elevator system can be kept as short as possible.
  • the transport process is carried out with a minimum number of stops in the individual cabins.
  • the transport process can be carried out with a transfer or a transfer or a change of cabins.
  • the necessary transfers are reduced to a minimum by the evaluation according to the invention.
  • the elevator system thus has an objectively and / or subjectively optimized transport behavior.
  • the networking of the individual cabin systems and the evaluation according to the invention are carried out, in particular, by a suitable networking control, which is carried out, for example, on a suitable control unit or a suitable control unit.
  • a suitable networking control which is carried out, for example, on a suitable 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 car systems, for example if they do Networking control fails.
  • the individual cabin systems can also be operated independently of one another and not networked with one another.
  • the evaluation can take into account the individual cabin systems themselves and not their combination or networking.
  • the division of elevator shafts according to the invention into a first and a second shaft unit, as well as the use of single or multi-cabin systems on the one hand and shaft-changing multi-cabin systems on the other hand, can be regarded as a basic configuration which can be flexibly adapted depending on the height of a corresponding building. Accordingly, the basic configuration can also depend on the population of the corresponding building or traffic flow, i.e. the (average) number of transport processes.
  • Multi-cabin systems in particular, have the advantage over double-decker cabin systems that they operate several cabins that can be flexibly moved in different directions.
  • double-decker cabin systems mostly 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 entry levels usually also require escalators or escalators for an upper one of the double entry levels, which creates additional effort. Nevertheless, the use of double entry levels is also possible for the invention.
  • the first and the second shaft unit are each divided into vertical intervals. This single vertical Intervals encompass or extend over a certain or appropriate number of floors.
  • the two shaft units are divided 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, expedient number of floors.
  • One or more of the single cabin systems can be provided in each of these vertical intervals of the first shaft unit.
  • an elevator shaft is provided in the respective vertical interval for each single-cabin system.
  • a car can be moved in this elevator shaft of the vertical interval.
  • a common multi-cabin 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-cabin system can be moved independently in this elevator shaft over the corresponding vertical intervals. In particular, one cabin of this multi-cabin system is moved within one of these vertical intervals. In particular, one cabin of this multi-cabin system thus runs in each of these vertical intervals.
  • a multi-cabin system may be provided in a vertical interval or for a multi-cabin system to run in individual of the vertical intervals of the first shaft unit.
  • These corresponding vertical intervals in particular each include an elevator shaft in which a plurality of cars of the respective multi-car system can be moved independently.
  • At least one single-cabin system and / or at least part of a multi-cabin system is thus provided in each vertical interval of the first shaft unit.
  • a first vertical interval can comprise a first elevator shaft in which a single-car system is present.
  • this first vertical interval can comprise a second elevator shaft, which is not limited to this first vertical interval and also extends over a second vertical interval lying above it.
  • a multi-car system for example, can be present in this second elevator shaft and thus in the first and second vertical intervals.
  • the first shaft unit can thus comprise a large number of single and / or multi-cabin systems. Furthermore, the first shaft unit can thus comprise a plurality of elevator shafts. Individual elevator shafts can only extend within a vertical interval or over several vertically adjacent vertical intervals. An appropriate number of cabs thus travels within the individual elevator shafts of the first shaft unit. Each of these cabins only runs within the specific vertical intervals or between the floors of these specific vertical intervals in which the corresponding single-cabin system or multi-cabin system is provided.
  • the elevator shafts of the individual vertical intervals of the first shaft unit do not in particular 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 physical physical barriers or delimited.
  • Each elevator shaft of the vertical intervals has its own machine room for the respective single or multi-cabin system. In particular, machine room-less designs of the single or multi-cabin systems are also conceivable.
  • elevator shafts can also be separated from adjacent, consecutive vertical intervals lying one above the other by no physical physical barrier and connected to one another.
  • a shaft can extend over the entire vertical length of the building. Individual (consecutive) floors are expediently divided into the individual vertical intervals or combined to form these. This elevator shaft is thus divided into an appropriate number of vertical intervals and thus an appropriate number of smaller elevator shafts.
  • a car in one of the elevator shafts of the first shaft unit is not able 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-cabin systems in the second shaft unit extend in particular over several of the vertical intervals, in particular over all vertical intervals. This means in particular that cabins of a multi-cabin system changing shafts can move to all floors.
  • the cars of a multi-car system changing shafts can switch between the elevator shafts at an upper and / or at a lower end of the elevator shafts.
  • the cars are changed between the elevator shafts in particular in at least one of the vertical intervals, furthermore in particular between two above one another arranged vertical intervals.
  • Two vertical intervals arranged one above the other are to be understood as two vertical intervals that are adjacent in the vertical direction.
  • transfer stops are floors at which vertical intervals adjacent to one another adjoin one another. In particular, these transfer stops are used for transport operations to higher floors. Transfer stops at which two vertical intervals arranged one above the other form, in particular, entry options for the cabin system of the respective upper of these two vertical intervals.
  • the cabins of the at least one shaft-changing multi-cabin system can run over the entire vertical length of the second shaft unit.
  • the cars of the at least one multi-car system changing shafts can be moved over the entire 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-cabin systems only operate within certain vertical intervals of the first shaft unit.
  • each shaft-changing multi-cabin system can also only extend over a (in particular different, individual) part of the vertical length of the building or the elevator shaft and thus over certain vertical intervals.
  • this multi-cabin system is a two-cabin system in which two cabins are moved independently of one another. In an upper one an upper cabin of the multi-cabin system is moved in these two vertical intervals, a lower cabin of the multi-cabin system is moved in a lower of these two vertical intervals.
  • 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-cabin system.
  • the bottom floor of the lower vertical interval serves in particular as a transfer stop or entry level for the lower cabin of the multi-cabin system.
  • the vertical intervals of the elevator shafts can overlap. This means that certain floors are calculated at two different vertical intervals. If two vertical intervals overlap, the cabins of the respective two single or multi-cabin systems of these two overlapping vertical intervals in the elevator shaft can move to 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-cabin system of the one overlapping vertical interval and by the cabin of the single or multi-cabin system of the other overlapping vertical interval. However, the cabins of the single-cabin systems or the multi-cabin systems only operate within the respective vertical intervals. However, the overlapping of vertical intervals can make it possible that certain floors can still be approached by several 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.
  • Such overlapping transfer stops are particularly suitable for two single-cabin systems.
  • the cabins of the shaft-changing multi-cabin system of the second shaft unit are advantageously used as feeder cabins in the course of a first partial transportation process of the transportation process.
  • the transport process can thus be divided into several partial transport processes, in particular into two partial transport processes.
  • a comparatively large vertical distance or height or number of floors is covered.
  • the feeders thus serve to cover a long distance.
  • the cabins of the multi-cabin system changing shafts are thus used as long-haul cabins.
  • the cabins of the shaft-changing multi-cabin system are used as feeder cabins in transfer stops in the course of the first partial transportation process.
  • the feeder cabins are thus moved in particular between the transfer stops.
  • passengers are thus transported to transfer stops at which the passengers can change to another cabin system.
  • These feeder cabins preferably run between individual vertical intervals in the course of the first partial transport operation of the transport operation.
  • the cabins of the single-cabin systems and multi-cabin systems of the first shaft unit are advantageously used as short-distance cabins in the course of a second partial transportation process of the transportation process.
  • these short-haul cabins preferably travel between floors within the respective vertical intervals of the corresponding single-cabin system or multi-cabin system.
  • a comparatively small vertical distance or height or number of floors is covered.
  • the cabins of the single-cabin system or multi-cabin system of the first shaft unit within of the individual vertical intervals are thus designed in particular as local elevator groups.
  • the transport process can be optimized using this combination of feeder cabins and short-haul cabins.
  • To use the shaft-changing multi-cabin system as feeder cabins (in particular in a transfer stop) for the first partial transport process and the single and multi-cabin system as short-haul cabins for the second partial transport process is a particularly preferred combination or networking of the individual cabin systems.
  • passengers are transported using the feeder cabins, in particular in transfer stops, at which the passengers change to one of the short-haul cabins.
  • This use of the individual cabins as feeder cabins and short-haul cabins or a corresponding number of permissible floors between which the individual feeder cabins and short-haul cabins move is taken into account in particular in the evaluation according to the invention.
  • this first partial transport operation can first be carried out by means of a feeder cabin at the vertical interval in which the destination floor is located. In the corresponding transfer stop, you can change from the feeder cabin to a short-haul cabin. Using this short-distance cabin, the second partial transport operation can then be carried out within this vertical interval to the corresponding destination floor.
  • transfer stops are therefore transfer options for the transport process.
  • a change of cabins between individual partial transport processes takes place in these transfer stops.
  • the transfer stops are in particular feeder stops.
  • a change from a feeder cabin of the first partial transport to a short-distance cabin of the second partial transport takes place in these transfer stops.
  • floors within individual vertical intervals can also be selected as transfer stops.
  • 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 processes.
  • At least two shaft-changing multi-cabin systems are operated in the second shaft system and cabins of at least two shaft-changing multi-cabin systems are used as feeder cabins, the individual transfer stops can all of them Feeder cabins can be divided. This avoids unnecessary stops in individual cabins.
  • the transfer stops are preferably provided at vertical distances of 20 m to 100 m.
  • the transfer stops can be arranged in such a way (in particular equidistant) vertical distances that are optimal in order to cope with the up-peak (large number of transport processes to higher floors) during peak times.
  • the transfer stops are provided at 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 preferably 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. This ensures that traffic in the moving units in the shaft units is minimized.
  • the elevator system is preferably operated without a destination selection control (DSC) or without making a call.
  • DSC destination selection control
  • the cabins of the multi-cabin 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.
  • the networking of the individual cabin systems thus ensures, in particular, that a cabin is always immediately provided in the transfer options. Alternatively, it is still possible to implement a destination selection control or a call delivery in the elevator system.
  • the multi-cabin system changing shafts is operated without call control.
  • the cabins of the multi-cabin system changing shafts are in particular moved permanently between the transfer stops, regardless of call control.
  • passengers can get into any of the cabins of the multi-cabin system, which is available on the starting floor, to begin their transport process.
  • the passenger then disembarks independently at the corresponding transfer stop and changes to one of the short-haul cabins to get to the destination floor.
  • the cabins of the shaft-changing multi-cabin system or the cabins of each shaft-changing multi-cabin system are each synchronized.
  • starts or departures and arrivals of the individual cabins of the shaft-changing multi-cabin system are synchronized, that is to say coordinated with one another.
  • the departures and arrivals at the individual transfer stops are synchronized. This avoids traffic jams and an optimal number of cabins in the multi-cabin system can be operated.
  • the driving curves of the individual cabins can be individually adapted through the synchronization. Long waiting times and separate stops by waiting for other cabins are thus avoided or reduced.
  • oppositely moving cabins of the multi-cabin system changing shafts can be taken into account and coordinated with one another.
  • the journeys of oppositely moving cabins can be coordinated with one another, so that the oppositely moving cabins set in motion essentially simultaneously.
  • a first downward moving cabin of the shaft changing Multi-cabin system can be seen as a "virtual" counterweight of a second upward-moving cabin of the multi-cabin system that changes shafts.
  • Energy management of the elevator system can thus be further optimized.
  • the downward movement of the first car can be used to generate energy which is used (instantaneously) for the upward movement of the second car.
  • a connected load of the elevator system can thus be optimized.
  • Information relating to the transport process is preferably output by means of a display device.
  • Such information can in particular include departure times or arrival times of cabins which are used for the transport process.
  • the information can include delay times by which, for example, the departure of a cabin is delayed.
  • Such delay times can occur, for example, when cabins of the multi-cabin system changing shafts are synchronized. It can be the case, for example, that passengers are still boarding one of the cabins, while another cabin, which serves as a virtual counterweight, is ready for departure.
  • Such a display device represents in particular an information system for arrival and departure.
  • Such display devices can be designed, 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 can also be arranged at the individual transfer stops.
  • the transport process is carried out in particular outside of defined peak times by means of a cabin of the shaft-changing multi-cabin system in the course of a direct journey.
  • a cabin of the shaft-changing multi-cabin system in the course of a direct journey, only the corresponding cabin leads the transport process from the first floor to the destination floor.
  • it is not necessary to operate several cabins unnecessarily (in particular a feeder cabin and a short-haul cabin).
  • the energy required to operate the elevator system can thus be reduced outside of peak hours, for example.
  • the number of cabins in the shaft-changing multi-cabin system can preferably be changed.
  • the number can be changed or adapted depending on the number of transport processes or depending on the actual or expected traffic flow.
  • Individual cabins can (temporarily) be removed from the multi-cabin system that changes shafts. These removed cabins can in particular be stored in a garage or in a storage room.
  • it can be assessed whether and how many cabins are to be removed from the multi-cabin system changing shafts. This evaluation can be carried out in a particularly intelligent, self-learning and forward-looking manner.
  • the control unit of the elevator system is able to calculate an optimal transport process, taking into account the respective cabins, on the basis of entered preselectable criteria and / or specifiable and / or recorded parameters using a suitable computing model.
  • a control unit is expediently designed with a target control unit or target selection control that can be actuated by persons to be conveyed.
  • criteria or parameters which cabin or cabins the transport process is carried out with: the destination floor of a passenger, the destination floors of several passengers, a current traffic density, an energy requirement and / or the availability of individual cabins.
  • different traffic routes or options for carrying out the transport process can be calculated. These different traffic routes can take into account direct travel as well as combinations of cabins of the different cabin systems. The best possible or cheapest of these traffic routes is selected on the basis of the criteria or parameters mentioned.
  • FIG. 1 A preferred embodiment of an elevator system according to the invention of a building is shown schematically and designated 100.
  • the elevator system 100 has a first shaft unit 110 and a second shaft unit 120.
  • the shaft units are divided into five vertical intervals I1, I2, I3, I4, I5.
  • a certain number of floors is combined into one of the vertical intervals.
  • all five vertical intervals I1, I2, I3, I4, I5 have the same vertical height.
  • all five vertical intervals I1, I2, I3, I4, I5 continue to comprise the same number of floors.
  • the vertical intervals can also each have a different appropriate number of floors or vertical height.
  • each vertical interval therefore extends over a building height of 20 m.
  • the building has 25 floors, for example.
  • Each vertical interval thus extends over 5 floors.
  • Floors on which two vertical intervals adjoin each other are provided as transfer stops or transfer options H1, H2, H3, H4.
  • An entry point H0 is arranged in particular on a ground floor.
  • the second shaft unit 120 has four elevator shafts 121, 122, 123, 124 as an example.
  • a shaft changing multi-car system is implemented in these four elevator shafts 121, 122, 123, 124 of the second shaft unit 120.
  • This shaft-changing multi-cabin system comprises in particular 20 cabins which can switch flexibly between the four shafts 121, 122, 123, 124 of the second shaft unit 120.
  • the first shaft unit 110 has four elevator shafts purple, 112a, 113a and 114a within the first interval I1. Within the second and third Intervals I2 and I3, the first shaft unit 110 has a further four elevator shafts 111b, 112b, 113b and 114b. Within the fourth and fifth intervals I4 and I5, 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 one another in particular by vertical physical barriers (eg concrete ceilings) and each have their own machine room.
  • vertical physical barriers eg concrete ceilings
  • each of the four shafts 111a, 112a, 113a, 114a of the first shaft unit 110 one cabin of a single-cabin system runs within the vertical interval I1. This means that a total of five cabins run between the boarding point H0 and the transfer option H1. These cabins are not shown in detail for reasons of clarity.
  • the four shafts 111b, 112b, 113b, 114b of the vertical intervals I2 and I3 of the first shaft unit 110 each have two cabins of a respective multi-cabin system which can be moved independently of one another. These multi-cabin systems are each designed as two-cabin systems.
  • a lower cabin of the respective multi-cabin system runs.
  • An upper cabin of the respective multi-cabin system runs within the four shafts 111b, 112b, 113b, 114b of the third vertical interval I3.
  • the transfer stop H1 serves in particular as an entry point for these lower cabins of the respective multi-cabin system.
  • the transfer stop H2 serves in particular as an entry point for these upper cabins of the respective multi-cabin system.
  • the transfer stop H3 or H4 serves analogously in particular as an entry point for the lower or upper cabin of the respective multi-cabin system.
  • a first transport operation is to be carried out on the fourth floor S4.
  • a second transport operation is to be carried out to the 10th floor S10, which is the second transfer stop H2.
  • a third transport operation is to be carried out to the 17th floor S17.
  • a fourth transport operation is to be carried out to the 22nd floor S22.
  • the first transport operation to the fourth floor S4 is carried out as a direct run by means of the cabin of the single-cabin system in the purple elevator shaft of the first shaft unit 110.
  • the second transport operation to the 10th floor S10 is carried out by means of a cabin of the multi-cabin system changing shafts in the elevator shaft 121 of the second shaft unit 120 as a direct run.
  • the third transport operation to the 17th floor S17 is carried out in two partial transport operations.
  • a first partial transport operation is carried out from the ground floor to the transfer stop H3.
  • This first partial transport operation is carried out by means of a cabin of the multi-cabin system changing shafts in the elevator shaft 123 of the second shaft unit 120 as a feeder journey.
  • a second partial transport operation is then carried out from the transfer stop H3 to the floor S17.
  • This second partial transport operation is carried out with the lower car of the multi-car system in the elevator shaft 114c of the vertical interval I4.
  • the fourth transport operation to the 22nd floor S22 is also carried out in two partial transport operations.
  • a first partial transport operation from the ground floor to the transfer stop H4 is carried out.
  • This first partial transport process is carried out by means of the car of the multi-car system changing shafts in the elevator shaft 121 of the second shaft unit 120 as a feeder journey.
  • This cabin must make a stop at the transfer stop H2 in order to carry out the second transport process.
  • the cabin then continues to the transfer stop H4.
  • a second partial transport operation is then carried out from the transfer stop H4 to the floor S22.
  • This second partial transport operation is carried out with the upper car of the multi-car system in the elevator shaft 113c of the vertical interval I5.

Claims (15)

  1. Procédé permettant de faire fonctionner un système d'ascenseur (100) comprenant une première unité de cages (110) et une deuxième unité de cages (120) qui comportent respectivement un certain nombre de cages d'ascenseur (111a, 111b, 111c, 112a, 112b, 112c, 113a, 113b, 113c, 114a, 114b, 114c ; 121, 122, 123, 124),
    - dans lequel au moins un système mono-cabine ou à cabine unique et/ou au moins un système multi-cabines sont prévus dans la première unité de cages (110),
    - dans lequel au moins un système multi-cabines à changement de cages est prévu dans la deuxième unité de cages (120), lequel comprend au moins deux cabines dans une cage, lesquelles peuvent être déplacées indépendamment les unes des autres, et
    - dans lequel, lorsqu'une opération de transport d'un étage de départ à un étage d'arrivée doit être effectuée, l'unité de commande du système d'ascenseur (100) décide si l'opération de transport est effectuée à l'aide d'une ou de plusieurs cabines dudit au moins un système mono-cabine, d'une ou plusieurs cabines dudit au moins un système multi-cabines, d'une ou plusieurs cabines dudit au moins un système multi-cabines à changement de cages ou d'une combinaison de celles-ci.
  2. Procédé selon la revendication 1, dans lequel
    - la première et la deuxième unité de cages (110, 120) sont divisées respectivement en intervalles verticaux (I1, I2, I3, I4, I5), dans lequel les intervalles verticaux individuels (I1, I2, I3, I4, I5) comportent respectivement un certain nombre d'étages,
    - dans lequel un ou plusieurs des systèmes mono-cabine sont prévus dans des intervalles individuels parmi les intervalles verticaux (I1) de la première unité de cages (110) et/ou dans lequel un ou plusieurs des systèmes multi-cabines sont prévus dans plusieurs intervalles verticaux (I2, I3 ; I4, I5).
  3. Procédé selon la revendication 2, dans lequel un système multi-cabines est prévu dans au moins deux intervalles verticaux disposés les uns au-dessus des autres de la première unité de cages (110), dans lequel une cabine supérieure de ce système multi-cabines est déplacée dans un intervalle vertical supérieur de ces deux intervalles verticaux disposés l'un au-dessus de l'autre, et dans lequel une cabine inférieure de ce système multi-cabines est déplacée dans un intervalle vertical inférieur de ces deux intervalles verticaux disposés l'un au-dessus de l'autre.
  4. Procédé selon l'une des revendications précédentes, dans lequel les cabines du système multi-cabines à changement de cages de la deuxième unité de cages (120) sont utilisées en tant que cabines de desserte au cours d'une première opération de transport partielle de l'opération de transport.
  5. Procédé selon la revendication 4, dans lequel ces cabines de desserte sont déplacées entre des intervalles verticaux individuels au cours de la première opération de transport partielle de l'opération de transport.
  6. Procédé selon l'une des revendications précédentes, dans lequel les cabines des systèmes mono-cabine et des systèmes multi-cabines de la première unité de cages (110) sont utilisées en tant que cabines pour courtes distances au cours d'une deuxième opération de transport partielle de l'opération de transport.
  7. Procédé selon la revendication 6, dans lequel ces cabines pour courtes distances sont déplacées, au cours de la deuxième opération de transport partielle de l'opération de transport, entre des étages à l'intérieur des intervalles verticaux respectifs du système mono-cabine ou du système multi-cabines correspondant.
  8. Procédé selon l'une des revendications 2 à 7, dans lequel des étages au niveau desquels des intervalles verticaux (I1, I2, I3, I4, I5) sont adjacents l'un à l'autre sont utilisés en tant qu'arrêts de transfert entre cabines de l'un des systèmes mono-cabine, des systèmes multi-cabines et/ou des systèmes multi-cabines à changement de cages.
  9. Procédé selon l'une des revendications précédentes, dans lequel le système d'ascenseur fonctionne avec ou sans commande de sélection de destination, dans lequel en particulier le système multi-cabines à changement de cages fonctionne avec ou sans commande d'appels.
  10. Procédé selon l'une des revendications précédentes, dans lequel des informations concernant l'opération de transport sont affichées au moyen d'un dispositif d'affichage.
  11. Procédé selon l'une des revendications précédentes, dans lequel en dehors de périodes pouvant être définies, en particulier d'heures de pointe, l'opération de transport est effectuée au moyen d'une cabine du système multi-cabines à changement de cages au cours d'un trajet direct.
  12. Procédé selon l'une des revendications précédentes, dans lequel le nombre de cabines du système multi-cabines à changement de cages peut être modifié, en particulier en fonction du nombre d'opérations de transport escomptées ou effectives.
  13. Procédé selon l'une des revendications précédentes, dans lequel, en tenant compte de critères pouvant être sélectionnés et/ou de paramètres pouvant être prédéfinis et/ou détectés, il est décidé si l'opération de transport est effectuée à l'aide d'une ou de plusieurs cabines dudit au moins un système mono-cabine, d'une ou plusieurs cabines dudit au moins un système multi-cabines, d'une ou plusieurs cabines dudit au moins un système multi-cabines à changement de cages ou d'une combinaison de celles-ci.
  14. Procédé selon la revendication 13, dans lequel, en tenant compte des critères ou paramètres suivants, il est décidé avec quelle cabine ou avec quelles cabines l'opération de transport est effectuée : l'étage de destination d'un passager, les étages de destination de plusieurs passagers, une densité actuelle de trafic, des besoins en énergie et/ou une disponibilité de cabines individuelles.
  15. Système d'ascenseur (100) comprenant une première unité de cages (110) et une deuxième unité de cages (120) qui comportent respectivement un certain nombre de cages d'ascenseur (111a, 111b, 111c, 112a, 112b, 112c, 113a, 113b, 113c, 114a, 114b, 114c ; 121, 122, 123, 124),
    - dans lequel au moins un système mono-cabine et/ou au moins un système multi-cabines sont prévus dans la première unité de cages (110),
    - dans lequel au moins un système multi-cabines à changement de cages est prévu dans la deuxième unité de cages (120), lequel comprend au moins deux cabines dans une cage, lesquelles peuvent être déplacées indépendamment les unes des autres, caractérisé en ce que le système d'ascenseur (100) est conçu pour fonctionner à l'aide d'un procédé selon l'une des revendications précédentes.
EP15704956.0A 2014-01-31 2015-01-29 Procédé pour faire fonctionner un système d'ascenseur Active EP3099616B1 (fr)

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DE102014201804.8A DE102014201804A1 (de) 2014-01-31 2014-01-31 Verfahren zum Betreiben eines Aufzugsystems
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DE102014201804A1 (de) 2015-08-06
KR20160114702A (ko) 2016-10-05
BR112016017526B1 (pt) 2022-03-15
JP2017504542A (ja) 2017-02-09
KR102154891B1 (ko) 2020-09-11
BR112016017526A2 (fr) 2017-08-08
WO2015113764A1 (fr) 2015-08-06
US20170001829A1 (en) 2017-01-05
EP3099616A1 (fr) 2016-12-07
CA2936819A1 (fr) 2015-08-06
US10106372B2 (en) 2018-10-23
CN105939949A (zh) 2016-09-14
CA2936819C (fr) 2019-03-26
JP6663352B2 (ja) 2020-03-11

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