EP3206982A1 - Procédé de fonctionnement d'un système de transport et système de transport correspondant - Google Patents

Procédé de fonctionnement d'un système de transport et système de transport correspondant

Info

Publication number
EP3206982A1
EP3206982A1 EP15775468.0A EP15775468A EP3206982A1 EP 3206982 A1 EP3206982 A1 EP 3206982A1 EP 15775468 A EP15775468 A EP 15775468A EP 3206982 A1 EP3206982 A1 EP 3206982A1
Authority
EP
European Patent Office
Prior art keywords
car
block
cabins
stop
stops
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
EP15775468.0A
Other languages
German (de)
English (en)
Other versions
EP3206982B1 (fr
Inventor
Qinghua Zheng
Florian Dignath
Erhard LAMPERSBERGER
Thomas Beck
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 EP3206982A1 publication Critical patent/EP3206982A1/fr
Application granted granted Critical
Publication of EP3206982B1 publication Critical patent/EP3206982B1/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
    • 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
    • B66B2201/00—Aspects of control systems of elevators
    • B66B2201/20—Details of the evaluation method for the allocation of a call to an elevator car
    • B66B2201/243—Distribution of elevator cars, e.g. based on expected future need
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B2201/00—Aspects of control systems of elevators
    • B66B2201/40—Details of the change of control mode
    • B66B2201/401—Details of the change of control mode by time of the day

Definitions

  • the present invention relates to a method for operating a transport, in particular elevator installation, and a corresponding transport or
  • the driving orders are bundled based on the known starting position of the passenger and the desired destination position. Passengers must in this case enter their destination before entering the cabin on a control panel.
  • the control methods usually take different ones into account
  • Boundary conditions such as the expected total travel time for a passenger or the maximum waiting time of a passenger. Frequently, the layout of buildings is already divided into the layout of buildings
  • Elevator shafts made in groups, with certain groups serving each previously specific floor areas. In buildings with particularly high passenger volumes, express lifts are also provided, which serve only individual floors. Passengers may need to change trains to reach their destination. Such groupings of Elevator shafts serve the unbundling of the traffic flows, but require a high building technical effort with high space requirements.
  • the conventional elevator systems can be calculated according to the number of
  • Elevator systems have in common that only one cabin is located in a shaft. Thus, there are no boundary conditions or restrictions with respect to the driving orders of the cars with each other. In so-called multi-car elevator systems, two or more cabs move in a shaft. An example of this is the elevator system "Twin" the
  • each two cabins are located in a shaft and can move independently.
  • the control method of this system is based on the already mentioned target selection control and makes a grouping of the cabins such that the respective upper cabin in each shaft is used to operate the upper floors and the lower cabin is used to operate the lower floors.
  • the allocation of the driving orders is taken into account as a boundary condition that both cabins in each shaft do not interfere with each other.
  • Elevator installations with two or more elevator cars per shaft and / or several shafts.
  • US 6,955,245 B2 describes an elevator system with three shafts in which two or more elevator cars are located. The three shafts are subdivided into a shaft for ascents, another shaft for descending and a shaft for parking elevator cars. For example, in the case of increased driving requirements, a third elevator car is transferred into the shaft for ascending or descending travel. After completing the corresponding driving orders the empty cabin can be transferred to the parking slot at the nearest transfer station.
  • US 2010/0078266 A1 describes an elevator installation with at least one shaft and at least two cabins which can be moved independently of one another in a shaft.
  • a described example sets two
  • Cable elevating cabins These can go in the same or the opposite direction. There are sensors for load, speed and cabin distance, which transmit corresponding signals to a control unit. The central control then controls the cabins depending on the sensor signals depending on the driving jobs.
  • From EP 1 440 030 Bl is an elevator installation with at least two
  • Elevator cabs can move independently. From US 2003/0098208 AI an elevator system with shafts is known, in each of which two elevator cars are movable. The requested
  • Target positions are managed and each of the two elevator cars is assigned its own and a common zone of floors.
  • the common zone may only be used by an elevator car if it can not interfere with other cabins corresponding travel order the common zone must be left again.
  • the US 5,107,962 A relates to an elevator system with a shaft in which two or more elevator cars are movable, which are each to
  • Rope elevator cabs act.
  • two elevator cars are arranged side by side in an upper shaft part and movable, while a further elevator car can be moved in a lower shaft part.
  • EP 2 341 027 Bl proposes a method for controlling an elevator installation with at least one shaft, in which at least one car for transporting persons and / or loads can be moved by means of a drive device, and with an elevator control device, which controls the operation of the elevator installation, wherein usage data of the elevator installation is detected and evaluated over a predetermined detection period and the operation of the
  • Elevator system depending on recorded usage patterns is controlled in advance energy and / or optimized delivery capacity.
  • Elevator cabin pairs wherein an elevator car is assigned to a particular zone of the corresponding shaft.
  • a method for controlling a twin elevator system with a destination selection control is also known. Affects a destination call the common lane, along which two cars can be moved separately up and down, the lane section required to operate the destination call is assigned to one car and blocked for the time of the assignment for the other cars.
  • 2004/048244 AI is based on the same elevator system and is based on the same principles as that of WO 2004/048243 AI.
  • EP 0 769 469 B1 relates to a so-called multi-mobile elevator group with several shafts and several elevator cabins, each cabin being driven by its own independent drive and provided with its own brake.
  • the shafts are connected to each other at their upper and lower ends with a connecting passage.
  • the cabs can change their direction of travel by changing the shaft. Even within a shaft, the direction of travel of a car can change.
  • each cabin is equipped with its own safety module that can cause braking except in its own adjacent cabins, the security module from current driving data of the cabins due to stopping the calculated necessary braking behavior of the cabins, so that collisions between cabins are prevented.
  • WO 2008/136692 A2 is a cyclic multi-cabin elevator system with an upward and a downward leading shaft and several
  • Elevator cabs that are movable up and down in these two shafts, known. At the two ends of these shafts are transfer stations, by means of which the cabins can be transferred in a horizontal direction from one shaft to the other shaft. These stations can also be designed for storing additional cabins for the case of need. Furthermore, there may be stations located between the two shafts for the separation of an example defective cabin.
  • This cyclic multi-cabin lift system is scalable to the respective needs. Details of the control method of this multi-cabin elevator system are not included in this document.
  • a cyclic multi-cabin elevator system in the style of a paternoster was registered by Hitachi in EP 1 647 513 A2.
  • several elevator cars circulate in a shaft leading upwards or downwards, the two ends of which each represent transfer stations for the individual cars from one shaft to the other shaft.
  • Two cabins each are over
  • Cable drives coupled together so that, for example, one of the two cabins is located in the upper part of the elevator shaft leading up, while the other of the two cabins is located in the lower part of the elevator shaft leading down.
  • Several such elevator car pairs are housed in the two shafts via a special steel cable drive system.
  • Each elevator car of such a pair of elevator cars serves as the counterweight for the other elevator car.
  • the individual pairs of elevator cars can be operated independently of the other pairs, whereby mutual disabilities are ruled out.
  • the principle of the cyclic multi-cabin elevator system has the advantage of a small space requirement, since in principle only two elevator shafts are needed, in which shafts several elevator cars can be accommodated in order to achieve the greatest possible transport performance.
  • the invention proposes a method for controlling a transport system and a corresponding transport system according to the independent patent claims. Further advantageous embodiments are the subject of the respective
  • the transport system comprises at least two conveyor sections along which at least three cabins are moved individually, and thus substantially independently of one another.
  • the conveyor sections are formed in particular by vertically extending shafts.
  • horizontally extending conveyor sections are provided.
  • the conveyor sections can, however, in principle run as desired, in particular at least partially
  • Such a cabin can also represent a vehicle, a robot or the like, by means of which persons or objects for transport
  • each car travels, starting from a first starting position assigned to it, back to the first starting position (assigned to it) and subsequently to a second conveying section (assigned to it).
  • a cyclic operation is in particular a circulation operation. Consequently, in the case of an elevator installation, a particular car passes through from a first one
  • each car can hold at least one stop along at least one conveyor section.
  • each cabin holds along a conveyor section at at least one stop.
  • one or more consecutive stops are each assigned to one block, wherein preferably the number m of the booths is at least equal to the number j of the blocks.
  • the travel of the cars is controlled in such a way that the cars in each case approach a predetermined block in each case.
  • the travel of the cabins is controlled such that first depending on the driving of each car each a specific block of stops is assigned in advance.
  • This assignment can for example be based on a known daily time driving or a statistically recorded driving.
  • driving income is to be understood as meaning the volume of departure stops as well as the demand for destination stops.
  • the transport to the respective destination stop preferably takes place with that car which is assigned to the block associated with this destination stop.
  • destination selection control it should be understood here that the respective departure and destination stops along the conveyor sections of the transport system are known for controlling the travel of the cars.
  • the passage of the first conveyor section and the second conveyor section takes place in a cycle time which is the same for all cars.
  • This cycle time is suitably specified depending on the number of stops and the driving time.
  • the number j of the blocks is at least three and the number m of the cars is greater than or equal to the number j of the blocks.
  • a group of j cubicles is picked out, for the sake of simplicity, the j cabins are to represent immediately consecutive cabins as they travel through the elevator system.
  • all cabins should pass through the same first conveyor section, ie an upwardly leading shaft, and then all cabins should follow the same second conveyor section, ie a downwardly leading shaft of the elevator installation.
  • the first car of said group of j cars now drives a predetermined block, the second car a block associated with it, and so on until the last car moves to an associated block of stops.
  • a car to make an empty journey, that is to say to drive into a block in which no departure and / or access requirements are present.
  • the second measure of the invention is for each cabin to
  • the control of the travel of cabins according to the invention is based on a periodically repeating cycle in which each car passes through a first conveying section starting from a first starting position and subsequently passing through a second conveying section back to the first starting position.
  • This cycle can be considered as a predictable timetable of the cabins.
  • control according to the invention allows flexible deviation for each cabin within predetermined time limits, which according to the holding requirements allows for individual operation of Stops allowed.
  • inventive distribution of the cabins on the blocks of stops advantageously avoids a mutual obstruction of the cabins or reduces such mutual interference at least in the
  • first conveyor section may each be assigned to a car, in other words may differ for each car.
  • first cabin can be moved upwards from its first starting position (on the ground floor) in a first shaft
  • second cabin can be moved from its first starting position into a second shaft (which may in turn lie on the ground floor) This shaft can be moved upwards.
  • the two cabins can be moved in separate shafts or at least along separate conveyor sections in each case down to
  • the first conveyor section of a car is thus a first route that passes through a car to a certain point, while a second conveyor section means an adjoining path of this car, in particular an adjoining path that returns the car to its first starting position.
  • the directions of the first and second conveyor sections may be arbitrary insofar as they together result in a closed path.
  • the first conveying section and the second conveying section can each form a semicircle which, when combined, results in a circle.
  • first and the second conveying section can also be arranged linearly in opposite directions next to each other.
  • First and second conveyor section need not have the same length, but may have different lengths.
  • a (first) group of j cabins is defined whose travel
  • a first car starts a first block, a following second car moves to a second block and so on, and a following jth car finally moves to a jth block.
  • the blocks are selected such that the j-th block is closer to a first starting position than the (j-1) -th block, the (j-1) -th block is in turn closer to the first starting position than the (j-2 ) -th block and so on.
  • a first car thus drives the block furthest relative to the first starting position, a following (in particular the immediately following) second car moves a second block, which is closer to the first starting position, and so on until the last car has a second to the first
  • the first starting position is defined by the first starting positions of the cars: If all the cars have the same first starting position, said first starting position represents precisely this first starting position. If the respective first conveying sections (or a part thereof) of the cars are for example parallel to one another (eg in the case of a plurality of upwardly leading shafts), the first starting position represents that level (or the level or the level) on which the respective first starting positions of these booths lie (in the case of an elevator installation
  • the first starting position can therefore be defined as containing the first starting positions of the cars.
  • the first starting position thus forms the "starting line" from which the cabins transport begin along their respective first conveyor sections.
  • Starting positions are, for example, also next to each other and then form such a start line as the first starting position; but it is also conceivable that the first starting positions are arranged offset to one another, for example in a circular or curved course of the first conveyor section (comparable to the starting line in a 400m run on adjacent tracks, in a stadium at least partially curved run).
  • Stops are each assigned to a block. This measure first ensures that the elevators are distributed among different blocks without interfering with each other. If necessary, each car stops at at least one stop of its associated block. By this measure, the cabins can be optimally distributed with the least possible mutual interference on the existing blocks, and the driving can be optimal be taken into account. In particular, it is provided that each car stops at at least one stop of the block associated with this cabin.
  • each block is approached by stops of one or more cabins. As needed, so depending on
  • the number m of cabins is to be chosen in particular as a function of the number of approachable stops, wherein the number m of the cabs is advantageously less than the number of stops.
  • a block may contain only a single stop with a high number of approach requests. Conversely, a block may contain a plurality of stops, each having smaller numbers of approach requests.
  • the number of cabins is at least an integer multiple with k> 1 of the number j of blocks, it makes sense if each further group of j cubicles following said first group approaches the j blocks in the same way as the first group of j cabins.
  • the first group of three cabins will drive the three blocks one after the other in the manner indicated, whereupon the second group of three cabins will approach the three blocks in the same manner.
  • the first and fourth car first respectively drive the farthest block
  • the second and fifth car respectively the middle block and the third and sixth car respectively to the nearest block.
  • the j blocks are classified as immediately consecutive blocks. In other words, all existing ones
  • each car holds at least along one conveyor section, if necessary, at least one stop.
  • stops for the respective cabins can be provided only along the (respectively) first conveyor section, while the (respectively) second conveyor section is traversed back to the (respectively) first start position without stopping, for example.
  • the stops along the first conveyor section as well as the stops along the second conveyor section are advantageously each divided into blocks.
  • Conveyor section to assign a second starting position for the cabins, said second starting position analogous to the first starting position by second
  • Start positions of the cabins is defined. If the second start position is the same for all cars, in particular if the second start position is the highest floor approachable by the cars, the second starting position corresponds to this second start position. Are all or part of the second starting positions next to each other (for example, juxtaposed stops in the highest Floor), the connecting line of these second start positions defines the second starting position.
  • the cabs each drive a predetermined block of the second conveyor section in turn, and it is again particularly advantageous if the travel of a (first) group of j cubicles to the blocks of the second conveyor section with respect to the second starting position controlled in the same way is how the ride of these cabins to the blocks of the first conveyor section based on the first starting position.
  • the ground floor is specified as the first starting position, while the second floor is, for example, the highest floor
  • Start positions form the down leading shaft.
  • the first car now drives the top block of stops to serve approach requirements to the stops of this block.
  • the second car moves to the next subordinate block and so on until the last car of the first group of j cars gets to the block closest to the first starting position.
  • each cabin can be moved into the downwardly leading shaft.
  • Starting from the top floor as all cabins common second starting position carried the trips of the cabs down in the same way as the trips of the cabins upwards.
  • the first car drives to the farthest block from the second start position, where it serves the appropriate approach to the corresponding stops of that block.
  • the second car correspondingly moves to the next higher block and so on until the last car of this group of j cars reaches the highest block, that is, the block closest to the second starting position. Subsequently, each cabin by means of another Conversion device in the upward leading shaft back to the first
  • Conveyor section and a stop of a second conveyor section are on the same floor, as is the case with the elevator systems considered here.
  • the first floor forms from the
  • the first floor may thus be associated with a first block in the first conveyor section and a last block in the second conveyor section, wherein both blocks physically comprise the same floors.
  • the first conveying section of a car may differ from the first conveying section of another car.
  • Multi-cabin lift installation can, for example, two shafts or
  • each cabin per cycle each stops at at least one predetermined stop, which is referred to below as the "critical stop”.
  • the critical stop especially the one
  • the ground floor represents such a critical stop in an elevator system.
  • This critical stop preferably also forms the first starting position of each car.
  • the ground floor then forms the first starting position accordingly. If the lobby or venue is in a hotel on another floor, it may be useful to define the floor as another critical stop.
  • Such floors then provide, for example, stops with the second or third longest
  • cabins drive certain blocks assigned to them from stops to there
  • intermediate stop it is expedient in this context if a car inserts an intermediate stop at a stop if necessary after the first start position on the way to the block to be approached.
  • the cabin at least one such Intermediate stop on the way to the block to be approached.
  • a second start position is defined on the second conveyor section, it is expedient, if necessary after leaving the second start position on the way from
  • the cabin at least one such intermediate stop after leaving the second
  • intermediate stops are to represent stops, which moves to a car outside of the block assigned to it upon appropriate approach request. Since the cycle time is the same for all cabins, intermediate stops can only be inserted if this does not lead to an exceeding of the cycle time.
  • the estimated cycle time per car may be calculated in advance and updated while driving.
  • the elevator controller can determine which cars have time for intermediate stops and which do not. This is advantageous, since the holding times at intermediate stops can be chosen so variable that the predetermined cycle time is maintained. As a holding time here also a time of zero seconds is included, so that in this case no intermediate stop can be inserted.
  • a car it is also possible for a car to make an intermediate stop at a stop selected by the control system, for example because the actual travel time is significantly less than the predefined cycle time, so that the relevant car has a "Pause" must insert. In the case of elevator installations, this makes sense, in particular in the case of cabs without passengers.
  • the holding times at the aforementioned predetermined critical stops are advantageously chosen to be variable in order to comply with the predetermined cycle time. Essentially the same applies to the holding times at intermediate stops.
  • Foreseeable events such as prolonged loading and unloading or malicious manipulation of a cabin, for example, the prevention of driving on a cabin by stopping the car doors, useful.
  • the control of the transport system "suspend", ie extend the predetermined cycle time when exceeding the maximum holding time by that period until the corresponding cabin is ready to drive again. Since the extension of the cycle time affects all other cabins in the same way, their respective actual cycle time must also be
  • Hold times at critical stops and / or intermediate stops or at the respective currently approached stop to be adjusted accordingly.
  • control of the transport system can be adapted with advantage, so that not only the
  • a matrix with start and destination stops can be selected from the corresponding ones
  • corresponding needs can be statistically evaluated, according to which one or more of the main variables mentioned are set to best meet the needs.
  • the number of floors per block and the cycle time can be changed at short notice.
  • the invention further relates to a corresponding transport system with a control device for controlling the travel of cabs according to the
  • a transport system according to the invention has at least two conveyor sections and at least three individually movable cabins, wherein in cyclic operation each car starting from a first start position, a first
  • Conveying section and then a second conveyor section to the first start position traverses back, wherein at least along a conveyor section at least one stop is present, and wherein a control device is provided, which is designed for controlling the travel of cabs according to the control method described in detail above.
  • Control device is available with the respective drives of the cabins
  • the transport system according to the invention represents, in particular, an elevator installation, in particular a cyclic multi-booth elevator installation.
  • the two conveyor sections mentioned here represent for example two shafts in which at least three individually movable elevator cars can be moved as booths. It is also possible to have three or more manholes
  • shaft does not necessarily mean a separate building shaft, but a straight up or down leading linear travel path.
  • two or more elevator cars can be moved side by side up or down.
  • a first conveyor section traversed by a booth may constitute an upwardly leading "manhole” and a second conveyor section passing through a cabin may represent a downward "manhole”.
  • Ground floor here refers generally to that floor, through usually entering a building to get from there to other floors of the building. Of course, different levels may exist through which a building can be entered. In such a case, it is favorable to define the plane with the highest traffic volume as the first starting point and possibly to place critical stops in further planes.
  • an elevator installation may have two upwardly leading shafts and a downwardly leading shaft.
  • the elevator cabins are suitably distributed over the two upwardly leading first shafts (conveying sections). All cabins are lowered again via the second shaft (conveyor section) leading downwards.
  • the block farthest from the first starting position includes, for example, the top five floors as stops.
  • This block is approached, for example, from a first car, which is movable in one of the two upwardly leading shafts.
  • the following block is approached by a second car, which is movable, for example, in the other of the two upwardly leading shafts.
  • FIG. 1 schematically shows an exemplary embodiment of a transport system according to the invention designed as an elevator installation in a schematic view
  • FIG. 2 shows schematically an exemplary travel diagram for three cars of an elevator installation according to FIG. 1 according to an embodiment of a control method according to the invention.
  • FIG. 1 schematically shows an elevator installation 1 as a transport installation with two conveyor sections designed as shafts 2, 3 and a total of six individually movable elevator cars, that is to say separately and thus extensively independently movable elevator cars.
  • the elevator cabins are cabins of the transport system.
  • a first conveyor section forms a first upwardly leading shaft 2 and a second conveyor section a downwardly leading second shaft 3.
  • Each conveyor section has at its end a transfer device 4, which is arranged in a conventional manner to a cabin of the first To transfer shaft 2 into the second shaft 3 and from the second shaft 3 into the first shaft 2.
  • the transfer devices 4 are located in the lowermost or uppermost floor of the building 5.
  • the shafts 2 and 3 are designed as building shafts in this exemplary embodiment.
  • each cabin can be moved independently of any other cabin by means of linear drives.
  • a realization of here illustrated cyclic multi-cabin elevator system as a cable lift is in principle conceivable, but structurally complex and complex.
  • p-wells exist between those above and below can be implemented.
  • p is equal to 2.
  • each cabin is driven independently of the other cabins and can thus stop independently of the other cabins at any stop.
  • n floors 6 of the associated building 5 are divided into logical blocks, where j ⁇ n.
  • the blocks may each comprise an equal or similar number of floors or a deliberately different number of floors to accommodate the different needs on different floors ,
  • j is equal to 3 and the three blocks are labeled 21, 22 and 23.
  • the blocks 22 and 23 each comprise three floors, while the top block 21 comprises only two floors.
  • Each block may be assigned an equal or a different number of cabins serving that block.
  • the one Block associated number of cabins is k.
  • the stop with the longest average length of stay is determined, since this represents the bottleneck for the traffic performance.
  • This is called a critical stop.
  • a critical stop can typically be in a lobby on the ground floor, where a large number of passengers enter or leave an elevator, resulting in a correspondingly long service life for the cabins.
  • the ground floor forms the first start position common to all cars and thus the first starting position in the first shaft 2 leading upwards.
  • another stop may also represent this first start position. It is now determined that all cars 11 to 16 always stop at this first start position in their orbit to allow a passenger change. This first starting position thus defines the starting point for the cycles of the cabins and defines a critical stop.
  • the next group of three cars 14 to 16 becomes the Assigned blocks 21 to 23 in the same manner as the first three cabins 11 to 13, so that the car 14 the block 21, the cab 15, the block 22, the cab 16, the block 23 anatom.
  • the cars put on the way to the respective associated block intermediate stops to accommodate other passengers who want to go from other floors coming up in the block associated with the respective cabin.
  • An appropriate assignment of an elevator car is possible due to the existing destination selection control. After a car has served its assigned block, it essentially travels empty to the transfer point on the top floor. There it changes with the aid of the conversion device 4 in the downwardly leading shaft 3. In Figure 1, this case for the elevator car 16 is shown.
  • Blocks drive down the cabs and drive back to the first starting position, which forms a critical stop where each of the cabins stops.
  • the settling of the passengers expediently takes place at the lowermost stop of the downwardly leading second shaft 3, before the corresponding cabin is transferred back by means of the transfer device 4 to the first start position.
  • the required time for the downward drive including holding and moving is T2.
  • each car After an upward and a downward travel, each car is back at the starting point in the critical stop, ie at the first starting position.
  • the loss of time, for example, for the intermediate stops is thus preferably such that in the sum over the entire cycle, the cycle time T is not exceeded, but as fully utilized. If a car would go through the cycle too quickly, an additional waiting time could be introduced at a favorable location, for example in the lobby or at another critical stop.
  • the "empty trips" of a car can be used after operating the primary block for special trips, points of interest or for other intermediate storey traffic to exploit the remaining time window within the cycle time.
  • FIG. 2 represents a section.
  • the travel diagram represents the position z of all cars over the time t.
  • Z denotes the vertical direction in which the floors 6 of the building 5 from FIG. 1 are arranged.
  • the travel diagram f for cabin 11 is denoted by f, that of cabin 12 by fi 2 , that of cabin 13 by f 13 .
  • the car 11 makes a stop on the way to the topmost block 21. Subsequently, a stop in the top block 21 is operated. After moving into the downwardly leading shaft, the car 11 drives to the bottom block 23 to serve a stop there and then return to the first starting position.
  • the travel diagram f 12 shows that the second car 12 moves to three stops of the associated middle block 22, then changes the shaft to turn on a stop in the middle block and then return to the first start position.
  • the travel diagram f 13 for the subsequent third car 13 shows that this car is approaching two stops of the lowermost block 23 in order then to travel to the transfer device 4 on the top floor.
  • Each block can be assigned one or more cabins that serve this block primarily.
  • the number of cabins can be set individually for each block.
  • the planned time required for a main stop, for example, in a lobby, and for intermediate stops on any floors can vary, for example, time of day to cope optimally with different traffic situations, for example, long stop in a lobby in the morning uplink and short stop in the lobby associated with more time for intermediate stops in off-peak hours.
  • the control method can be easily parameterized for a given number of m cabins and n floors as well as a predicted traffic demand. This parameterization can also be carried out automatically, for example, depending on the time of day or in accordance with measured traffic volume.
  • the easy parameterization also allows a change in the number of cabins m, for example by removing or adding cabins during operation.
  • the given cycle ensures that the available shaft space is always efficiently used by the cabins. Furthermore is Ensures that the cabins are approximately evenly distributed over the shaft space, resulting in a uniform utilization of Umsetzz wornen followed. These can therefore be designed for lower conversion speeds, as when traveling from cabins with random distance from each other.
  • the given cycle results in a predictable, uniform traffic of the cabins without traffic congestion due to mutual obstruction. Due to the advantages mentioned results in a particularly high transport capacity of the system. With a small allowable reserve in the pre-planning of the holding times, the transport capacity is even close to the theoretical optimum of the system.
  • the control method described can be advantageously applied to any logistics tasks with multiple, individually driven or individually movable transport devices in a circulating mode.
  • logistics tasks exist for example in production facilities or in production facilities such as chemical companies.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Elevator Control (AREA)

Abstract

L'invention concerne un procédé de commande d'un système de transport (1) et un système de transport (1) comportant au moins deux sections de transport (2, 3) et au moins trois cabines (11, 12, 13, 14, 15, 16) qui sont déplacées individuellement en fonctionnement cyclique ; en partant d'une première position de départ, chaque cabine passe par une première section de transport (2) puis par une seconde section de transport (3) et retourne à la première position de départ ; au moins le long d'une section de transport (2, 3), il est prévu au moins un arrêt ou un ou plusieurs arrêts successifs sont associés chacun à un bloc (21, 22, 23) ; et la marche des cabines est commandé de telle sorte que les cabines se déplacent chacune dans l'ordre dans un bloc prédéterminé et un même temps de cycle (T) est prédéfini pour chaque cabine pour passer par la première et la seconde section de transport.
EP15775468.0A 2014-10-16 2015-10-09 Procédé de fonctionnement d'un système de transport et système de transport correspondant Active EP3206982B1 (fr)

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DE102014220966.8A DE102014220966A1 (de) 2014-10-16 2014-10-16 Verfahren zum Betreiben einer Transportanlage sowie entsprechende Transportanlage
PCT/EP2015/073409 WO2016058940A1 (fr) 2014-10-16 2015-10-09 Procédé de fonctionnement d'un système de transport et système de transport correspondant

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EP3206982A1 true EP3206982A1 (fr) 2017-08-23
EP3206982B1 EP3206982B1 (fr) 2022-07-20

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US (1) US10703603B2 (fr)
EP (1) EP3206982B1 (fr)
KR (1) KR20170068483A (fr)
CN (1) CN107074482B (fr)
DE (1) DE102014220966A1 (fr)
WO (1) WO2016058940A1 (fr)

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DE102019210529A1 (de) 2019-07-17 2021-01-21 Thyssenkrupp Elevator Innovation And Operations Ag Aufzugsanlage
DE102019210531A1 (de) 2019-07-17 2021-01-21 Thyssenkrupp Elevator Innovation And Operations Ag Aufzugsanlage
DE102019210741A1 (de) 2019-07-19 2021-01-21 Thyssenkrupp Elevator Innovation And Operations Ag Aufzugsanlage
BE1027980B1 (de) 2019-12-19 2021-08-10 Thyssenkrupp Elevator Innovation And Operations Ag Aufzugsanlage
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DE102020208581A1 (de) 2020-07-08 2022-01-13 Thyssenkrupp Elevator Innovation And Operations Gmbh Aufzugsanlage
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US20170233218A1 (en) 2017-08-17
US10703603B2 (en) 2020-07-07
DE102014220966A1 (de) 2016-04-21
CN107074482A (zh) 2017-08-18
EP3206982B1 (fr) 2022-07-20
CN107074482B (zh) 2020-05-15
WO2016058940A1 (fr) 2016-04-21
KR20170068483A (ko) 2017-06-19

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