EP3319893A1 - Procédé pour faire fonctionner un système d'ascenseur, système de commande, et système d'ascenseur - Google Patents

Procédé pour faire fonctionner un système d'ascenseur, système de commande, et système d'ascenseur

Info

Publication number
EP3319893A1
EP3319893A1 EP16736174.0A EP16736174A EP3319893A1 EP 3319893 A1 EP3319893 A1 EP 3319893A1 EP 16736174 A EP16736174 A EP 16736174A EP 3319893 A1 EP3319893 A1 EP 3319893A1
Authority
EP
European Patent Office
Prior art keywords
car
distance
speed
minimum distance
elevator
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP16736174.0A
Other languages
German (de)
English (en)
Inventor
Jörg Müller
Stefan Gerstenmeyer
Bernd Altenburger
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 AG
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 AG, ThyssenKrupp Elevator AG filed Critical ThyssenKrupp AG
Publication of EP3319893A1 publication Critical patent/EP3319893A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/0006—Monitoring devices or performance analysers
    • B66B5/0018—Devices monitoring the operating condition of the elevator system
    • B66B5/0031—Devices monitoring the operating condition of the elevator system for safety reasons
    • 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
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/0006—Monitoring devices or performance analysers
    • B66B5/0012—Devices monitoring the users of the elevator system
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/0006—Monitoring devices or performance analysers
    • B66B5/0037—Performance analysers
    • 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

Definitions

  • the present invention relates to a method for operating an elevator installation with at least two cars in an elevator shaft, a control system for such an elevator installation and such an elevator installation.
  • 7,819,228 B2 discloses, for example, a method for operating an elevator system with a plurality of cars in an elevator shaft in which a collision probability of two cars is continuously determined and, if necessary, the speed or the acceleration or deceleration is changed in one or both cars or an unplanned stop takes place.
  • a method according to the invention serves to operate an elevator installation with at least two cars in an elevator shaft.
  • a first car which is to travel or drive in the direction of a second car, is moved on the basis of a travel curve such that a distance between the first car and the second car can be regulated to an adjustable minimum distance.
  • the driving parameters such as speed and acceleration can be adjusted accordingly. By regulating the distance between the two cabins to a minimum distance, it is ensured that no dangerous situation such as, for example, a collision of the cabs can occur in the event of an unexpected emergency stop of the second, preceding cab.
  • the distance control allows the first, behind-traveling cabin to respond optimally to the travel of the second preceding car. This allows the fastest possible achievement of the destination floor by the first cabin.
  • a regulation to a minimum distance can be targeted to this minimum distance.
  • the minimum distance can thus be taken into account in the context of the scheme already at the beginning of the journey, while in contrast to a reaction, such as a strong deceleration, only when falling below a certain distance, for example. To an undesirable jerk, which is perceived by passengers can come.
  • this method can also be applied to more than two cabins in one elevator shaft by applying it to two adjacent cabins. This can accordingly also lead to a dependency of the travel curve of a cabin of several preceding cars.
  • a method for operating an elevator installation having at least two cars in an elevator shaft, wherein a first cabin which is to travel or drive in the direction of a second cabin is moved on the basis of a travel curve, wherein an adjustable minimum distance between the first car and the second car is maintained at all times, and wherein the first cabin is moved in such a way based on the travel curve that a distance between the first cabin and the second cabin is controlled in the process of the first cabin to the adjustable minimum distance, so that the first cabin can be purposefully approached at this minimum distance to the second cabin.
  • the minimum distance is set depending on a speed of the first car and / or the second car. This allows for a greater braking distance at a faster speed.
  • the distance between the first car and the second car is controlled to the minimum distance with continuous calculation of a virtual breakpoint for the first car, to which the first car can be stopped with a safe distance to the second car.
  • the minimum distance between the two cabins can be kept very low.
  • the virtual breakpoint can always be chosen so that the first car with a safety distance to the current position of the second car would come to a stop.
  • a brake path of the second car is taken into account when determining the virtual breakpoint.
  • the minimum distance can be further reduced since the travel path which the second car travels between a hypothetical brake start and end of the first car is taken into account.
  • the braking distance of the second car is corresponding to a
  • the first car when both are spaced from each other by at most a predetermined number of floors, the first car is accelerated at a lower acceleration than the second car.
  • the number of floors can be given, for example, depending on the building in which the elevator system is located and depending on the possible acceleration and speed of the cabins. In particular, two to four floors may be specified as the number of floors.
  • the first car is moved during a start using a maximum available or permissible acceleration in such a way that the minimum distance between the first car and the second car is reached as quickly as possible.
  • the first car can ascend to the second car as fast as possible, until the minimum distance is reached.
  • travel times can be minimized.
  • a speed, an acceleration, a deceleration and / or a jolt of the first car is / are given by the driving curve.
  • an optimum driving curve can be continuously calculated and the stated output variables can be fed directly to an elevator control or a part thereof, which is used to drive the drive.
  • the speed, the acceleration, the deceleration and / or the jerk of the first car are respectively limited by maximum values and / or minimum values. For example, on the one hand, safety-related limits can be met and, on the other hand, energy can be saved. In addition, unpleasant driving situations for passengers can be avoided in particular by specifications for the jerk, ie the change in the time of the acceleration.
  • the speed, the acceleration, the deceleration and / or the jerk of the first cabin deviate from the maximum or nominal values
  • passengers in the first cabin are informed visually and / or acoustically about the respective deviation.
  • appropriate display or acoustic means may be provided. In this way, possible uncertainties in the passengers due to, for example, a speed lower than a normal speed can be prevented.
  • the distance between the first car and the second car is determined by means of positioning systems of the two cars. Since such position determination systems, such as, for example, simple markings in the elevator shaft with corresponding sensors on the cars, are usually present anyway in elevator systems, this allows a particularly simple implementation of the proposed method.
  • An inventive method can also be used in an elevator system with several elevator shafts. There, the method can be used for each hoistway in which at least two cabins are present.
  • An inventive control system for an elevator installation with at least two cabins in an elevator shaft is set up to carry out a method according to the invention.
  • An elevator system according to the invention has at least two cabins in an elevator shaft and a control system according to the invention.
  • FIG. 1 schematically shows an elevator shaft of an elevator installation according to the invention in a preferred embodiment with two cabins.
  • FIG. 2 shows in a diagram travel curves of two cars in a lift shaft in a method not according to the invention.
  • FIG. 3 shows in a diagram further travel curves of two cars in an elevator shaft in a method not according to the invention.
  • FIG. 4 schematically shows a distance regulation between two cars in an elevator shaft in a method according to the invention in a preferred embodiment.
  • FIG. 5 schematically shows a distance regulation between two cars in an elevator shaft in a method according to the invention in a further preferred embodiment.
  • FIG. 1 diagrammatically shows in cross section a lift shaft of an elevator system 100 according to the invention in a preferred embodiment.
  • two cars are shown in the elevator shaft 110, a first cabin 120 and a second cabin 121.
  • first car 120 is at the level of the floor Sl and the second car 121 at the level of the floor S4.
  • a sensor is provided on each of the cabins on the respective underside, a first sensor 140 on the first cabin 120 and a second sensor 141 on the second cabin 121.
  • the position of each of the two cabins 120 can be determined by means of the sensors 140, 141 121 in the elevator shaft 110, for example by scanning or reading marks or absolutely coded bands, for example on an inner wall or a rail in the elevator shaft.
  • a distance d between the first car 120 and the second car 121 can now be determined in the sense of position determination systems.
  • the distance d is defined in the present figures as a distance of the two sensors or as a distance of the undersides of the two cabins. It is understood, however, that the distance d also otherwise, for example.
  • As a distance between the bottom of the upper cabin and the top of the lower Cabin can be set. Taking into account the dimensions of the cabins, this can be easily converted.
  • the positioning systems shown with the sensors 140, 141 for determining the distance of the two cabins are merely exemplary.
  • other suitable positioning systems may be used.
  • such positioning systems are used, which are already present in an elevator installation.
  • a control system 130 for example in the form of a computing unit, is provided, which is set up to control the elevator installation 100 or to move the booths 120 and 121.
  • the control system 130 is adapted to perform a method according to the invention, which will be explained in more detail below.
  • FIG. 2 shows in a diagram travel curves 125 and 126 of two cars 120 and 121 in an elevator shaft for a method not according to the invention.
  • the driving curves 125, 126 are shown as height h in the elevator shaft over the time t.
  • a speed of the cabins can be, for example, easily recognize the slope of the driving curves.
  • the driving curves follow, for example, setpoint values of a driving curve computer (setpoint generator), which is provided, for example, in the control system 130.
  • the setpoints are in particular the speed (or a speed of a motor in an elevator drive), but also the acceleration and the jerk of the cabins.
  • the first car 120 is initially at height t and the second car 121 at height h 2 . These heights may in particular be appropriate starting floors.
  • the second, upper cabin 121 starts at time t t of height h 2 and is moved in accordance with the travel curve 126 at height h 4 , which in particular can correspond to a destination floor of the second cabin 121.
  • the first, lower cabin 120 starts at time t 2 of height t and is moved according to the travel curve 125 at height h 3 , which can correspond in particular to a destination floor of the first cabin 120.
  • the two driving curves 125 and 126 in the illustrated figure correspond to driving curves with nominal values with regard to speed, acceleration and jerk for the respective cars with the respective start and destination floors.
  • the time offset between the start times ti and t 2 results from a time period in which an information that the second car 121 has started has reached the first car 121. In practice, this may be, for example, only a few ms, so that the two cabs start at substantially the same time. A greater time offset can arise, for example, when a car door can not be closed because, for example, a person is in the area of the car door.
  • the distance between the two cars 120 and 121 which corresponds to the vertical distance of the two driving curves 125 and 126, in the example shown is relatively constant. In particular, it never falls short of a minimum distance that ensures that if the second upper cab 121 stops unexpectedly, the first lower cab 120 can be stopped without colliding with the second cab.
  • FIG. 3 shows in a diagram further travel curves 125 and 126 of two cars 120 and 121, respectively, in an elevator shaft for a method not according to the invention.
  • a destination floor for the first, lower car 120 is located further above the starting floor of the second, upper car, ie the difference between the height h 2 and the altitude h 3 is greater than in the example shown in FIG.
  • the destination floor of the second car ie the height h 4
  • the difference of the two destination floors or the two heights h 3 and h 4 is lower than in Figure 2.
  • the first car 120 starts, delayed until time t 3 .
  • the first car 120 is thus moved according to the travel curve 125, which has the same nominal values as the travel curve 125 ', but is delayed in time.
  • the minimum distance between the two cabins is therefore maintained at any time during the journey.
  • FIG. 4 schematically shows a distance control between two cabins 120 and
  • the first car 120 and the second car 121 are shown with their positions at any time.
  • the distance d of the two cabins is regulated to a minimum distance d min .
  • This minimum distance d min is set so that, if the first car 120 would be decelerated from said time, it would still stand with a safety distance d s to the position of the second car 121 at that time.
  • This hypothetical or virtual breakpoint is shown in the figure by the position of the car 120 '.
  • This position of the car 120 ' i. the virtual breakpoint, can be determined at the time mentioned on the basis of the speed curve 127 of the first car 120.
  • This speed profile 127 results, for example, on the basis of the current speed and an emergency stop occurring at the time mentioned or an emergency stop.
  • the speed of the car following behind is adjusted so that the car could stop at this stopping point.
  • the values for speed, deceleration and jerk are limited to nominal or maximum values. Similarly, a lower limit can be set via minimum values.
  • the values for the delay (including jerk) can correspond to the nominal parameters.
  • FIG. 5 schematically shows a distance control between two cars 120 and 121 in an elevator shaft in a method according to the invention in a further preferred embodiment.
  • the first car 120 and the second car 121 are shown with their positions at any time.
  • the distance d of the two cabins is regulated to a minimum distance d min .
  • this minimum distance d min is determined such that, if the first car 120 were to be decelerated from the stated point in time, still with a safety distance d s to the position of the second car 121, this at the time the stoppage of the first car 120 would have come to a standstill (represented by the car 121 ').
  • This hypothetical or virtual breakpoint is shown in the figure by the position of the car 120 '. This position of the car 120 ', ie the virtual stopping point can be determined at that time on the basis of the speed curve 127 of the first car 120 and the speed curve 128 of the second car 121.
  • Cabins which are close to each other can thus start simultaneously or in quick succession by means of a method according to the invention.
  • the subsequent car will thus approach (resulting) with a smaller resulting acceleration than the preceding car, so the distance will build up with increasing speed.
  • Reduced acceleration and jerk also reduce the wear and energy consumption of the lift as well as the burden on passengers.
  • Information may be, for example, a remaining travel time to the next stop, value of the driven speed in relation to the normal speed, speed adjustments during the journey or type of travel (for example, tracking drive).

Landscapes

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

Abstract

L'invention concerne un procédé de commande d'un système d'ascenseur (100) comprenant au moins deux cabines (120, 121) dans une ne cage d'ascenseur (110), selon lequel la première cabine (120) qui se déplace ou doit se déplacer en direction d'une seconde cabine (121) est déplacée suivant une courbe de déplacement permettant de régler la distance (d) entre la première cabine (120) et la seconde cabine (121) à une distance minimale sélective, ainsi qu'un système de commande (130) pour un tel système d'ascenseur (100).
EP16736174.0A 2015-07-09 2016-07-07 Procédé pour faire fonctionner un système d'ascenseur, système de commande, et système d'ascenseur Withdrawn EP3319893A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015212882.2A DE102015212882A1 (de) 2015-07-09 2015-07-09 Verfahren zum Betreiben einer Aufzugsanlage, Steuerungssystem und Aufzugsanlage
PCT/EP2016/066161 WO2017005864A1 (fr) 2015-07-09 2016-07-07 Procédé pour faire fonctionner un système d'ascenseur, système de commande, et système d'ascenseur

Publications (1)

Publication Number Publication Date
EP3319893A1 true EP3319893A1 (fr) 2018-05-16

Family

ID=56368981

Family Applications (1)

Application Number Title Priority Date Filing Date
EP16736174.0A Withdrawn EP3319893A1 (fr) 2015-07-09 2016-07-07 Procédé pour faire fonctionner un système d'ascenseur, système de commande, et système d'ascenseur

Country Status (6)

Country Link
US (1) US20190084798A1 (fr)
EP (1) EP3319893A1 (fr)
KR (1) KR20180021111A (fr)
CN (1) CN107848746A (fr)
DE (1) DE102015212882A1 (fr)
WO (1) WO2017005864A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014220629A1 (de) * 2014-10-10 2016-04-14 Thyssenkrupp Ag Verfahren zum Betreiben einer Aufzugsanlage
WO2016085855A1 (fr) * 2014-11-25 2016-06-02 Otis Elevator Company Système et procédé de surveillance de la capacité de freinage d'un ascenseur
WO2021199344A1 (fr) * 2020-03-31 2021-10-07 三菱電機株式会社 Dispositif de commande d'ascenseur à cabines multiples
DE102022124567A1 (de) * 2022-09-23 2024-03-28 Tk Elevator Innovation And Operations Gmbh Verfahren zum Betreiben einer Aufzugsanlage

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH04313571A (ja) * 1991-04-12 1992-11-05 Mitsubishi Electric Corp エレベータ制御方法
JP2732730B2 (ja) * 1991-08-27 1998-03-30 株式会社東芝 自走式エレベータの制御装置
JP4326618B2 (ja) 1999-02-03 2009-09-09 三菱電機株式会社 エレベーターの群管理装置
WO2006088456A1 (fr) 2005-02-17 2006-08-24 Otis Elevator Company Prevention de collision dans un puits dote de deux cages d'ascenseur
EP1698580B1 (fr) * 2005-03-05 2007-05-09 ThyssenKrupp Aufzugswerke GmbH Système s'ascenseur
WO2008110241A2 (fr) * 2007-03-12 2008-09-18 Inventio Ag Installation d'ascenseur, moyen de suspension pour une installation d'ascenseur et procédé de fabrication d'un moyen de suspension
KR100898916B1 (ko) * 2007-04-02 2009-05-26 최성식 엘리베이터 시스템 및 그 제어방법
ES2499340T3 (es) * 2007-08-07 2014-09-29 Thyssenkrupp Elevator Ag Sistema de elevador
US8434599B2 (en) * 2007-09-18 2013-05-07 Otis Elevator Company Multiple car hoistway including car separation control
EP2238064B1 (fr) * 2007-11-30 2012-03-14 Otis Elevator Company Coordination de multiples cabines d'ascenseur dans une cage
BRPI0923700B1 (pt) * 2008-12-26 2019-07-30 Inventio Aktiengesellschaft Controle de elevador de uma instalação de elevador e processo com um controle de elevador
EP2607282A1 (fr) * 2011-12-23 2013-06-26 Inventio AG Dispositif de sécurité pour un ascenseur doté de plusieurs cabines

Also Published As

Publication number Publication date
WO2017005864A1 (fr) 2017-01-12
KR20180021111A (ko) 2018-02-28
US20190084798A1 (en) 2019-03-21
CN107848746A (zh) 2018-03-27
DE102015212882A1 (de) 2017-01-12

Similar Documents

Publication Publication Date Title
EP1371596B1 (fr) Dispositif de sécurité pour groupe d'ascenseurs
EP2794449B1 (fr) Dispositif de sécurité pour un ascenseur doté de plusieurs cabines
EP1401757B1 (fr) Procede pour empecher une vitesse inacceptablement elevee du moyen de suspension de charge d'un ascenseur
EP3204322B1 (fr) Procédé permettant de faire fonctionner un système d'ascenseur
EP3319893A1 (fr) Procédé pour faire fonctionner un système d'ascenseur, système de commande, et système d'ascenseur
WO2010072660A1 (fr) Commande d'ascenseur pour une installation d'ascenseur
WO2009010496A1 (fr) Installation d'ascenseur comprenant une cabine d'ascenseur, un dispositif de freinage pour immobiliser une cabine d'ascenseur dans un mode de fonctionnement spécial et procédé pour immobiliser une cabine d'ascenseur dans un mode de fonctionnement spécial
WO2018177829A1 (fr) Installation d'ascenseur à plusieurs cabines et procédé de fonctionnement d'une installation d'ascenseur à plusieurs cabines
DE112013007235T5 (de) Aufzugsteuervorrichtung
DE112010005335T5 (de) Steuervorrichtung eines fahrstuhls mit mehreren kabinen
DE112014006938T5 (de) Aufzugvorrichtung
EP3224173B1 (fr) Système d'ascenseur
DE2910511C2 (de) Einrichtung zum Steuern von Gleisbremsen in Eisenbahnrangieranlagen
DE112017004022T5 (de) Aufzugssystem
DE102004048993B4 (de) System und Verfahren zur Steuerung von schienengebundenen Fahrzeugen, insbesondere von Zügen, mittels einer Steuerzentrale, in Abhängigkeit vom Zustand des Fahrwegs, insbesondere des verfügbaren Reibwertes
DE2024798C3 (de) Sicherheitsvorrichtung für eine Fahrstuhlkabine
EP3744673B1 (fr) Procédé de fixation d'une cabine d'ascenseur à travers une zone de déverrouillage temporaire
WO2018206413A1 (fr) Système d'ascenseur à deux cages
EP1870366A1 (fr) Installation de levage et procédé de fonctionnement d'une installation de levage
WO2024061766A1 (fr) Procédé de fonctionnement d'un système d'ascenseur
EP4021837A1 (fr) Système d'ascenseur qui fait passer une cabine dans un état de fonctionnement de sécurité en fonction d'un signal d'état de fermeture et d'une position de la cabine
DE102023101780A1 (de) Selbstevakuation von Passagieren aus einer defekten Aufzugskabine oder Aufzugsanlage
DE10134411A1 (de) Verfahren zum zielgenauen Ansteuern der Halteposition eines Aufzugs sowie Antriebsvorrichtung zur Durchführung des Verfahrens
DE2542229A1 (de) Fahrstuhl-anhaltesteuerung

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20180110

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: THYSSENKRUPP ELEVATOR AG

Owner name: THYSSENKRUPP AG

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)
RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: THYSSENKRUPP ELEVATOR INNOVATION AND OPERATIONS AG

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: EXAMINATION IS IN PROGRESS

17Q First examination report despatched

Effective date: 20220209

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 20220621