EP3398899A1 - Lift system with bidirectional communication between cabin and landing - Google Patents

Abstract

An elevator installation (1) comprises: a cabin (20) movable between holding stations (10) with a car door opening (21) and an adjustable car door (22), a controllable car door drive (23) which is adapted to adjust the car door (22), one in the installed state Elevator installation (1) on at least one of the holding stations (10) provided, adjustable holding station door (12), a controllable holding station door drive (13) which is adapted to adjust the holding station door (11), a control device (5) which is adapted thereto to coordinate an adjustment movement of the car door (22) and an adjustment movement of the holding station door (12), and a cabin-side communication unit (24) and a station-side communication unit (14), which are set up for wireless, bidirectional communication with each other, wherein the control device (5) a cabin side connected or connectable to the cabin side communication unit (24) s control unit (26), which is adapted to control and / or regulating the car door drive (23), and having a haltestationsseitigen communication unit (14) connected or connectable haltestationsseitigem control unit (16), which for controlling or / and regulating the Haltestationstürantriebs (13) is set up.

Description

The present invention relates to an elevator installation, comprising a cabin movable between holding stations with a car door opening and a car door adjustable for opening and closing the car door opening, a controllable car door drive which is adapted to adjust the car door, at least one in the installed state of the elevator installation a holding station door operator arranged to open and close a holding station door opening, a controllable holding station door drive adapted to displace the holding station door, a cabin side communication unit and a holding station side communication unit arranged for wireless communication with each other, a control device adapted thereto , Tuning an adjustment of the car door and an adjustment of the holding station door to each other, wherein the control device with a cab-side Ko Communication unit for communicating connected or connectable cabin-side control device, which is adapted to control and / or control of the car door drive, and having a connected to the station-side communication unit for data transmission or connectable haltestationsseitigem control unit, which is adapted to control or / and regulating the Haltestationstür drive.

Such an elevator system is for example from the document EP 2 607 284 A1 known. In this case, however, it is merely disclosed to provide either a cabin-side transmitting unit and a holding-station-side receiving unit or, conversely, a holding-station-side transmitting unit and a cabin-side receiving unit. The cabin side and the Station-side communication unit are therefore set up only for unidirectional communication. As long as unforeseen circumstances do not occur, a synchronous movement of the car door and the station door is made possible, but disturbances in the door can be considered only insufficient.

Alternatively, mechanical couplings between the holding station door and the car door are known in the prior art, for example via mechanical door swords. However, such mechanical couplings can lead to problems due to low tolerances, especially at a relatively large or very small threshold gap between the car and holding station or in particularly large and heavy doors. Furthermore, when a lift is loaded by different load scenarios, a trouble-free coupling engagement with a mechanical coupling can not always be guaranteed. Also, in some situations, a mechanical coupling is not possible or unfavorable, such as in inclined lifts or horizontal lifts or combinations of horizontal and vertical elevators.

Against the background of this prior art, the object of the present invention is to further develop the above-mentioned elevator system so that the aforementioned problems are overcome.

This is inventively achieved in that the cabin-side communication unit and the holding station-side communication unit are set up for bidirectional communication with each other. Each of the two aforementioned communication units is thus configured according to the invention to both transmit and receive.

Irregularities or problems, in particular the blocking of any door, can thereby be taken into account in a simple manner, as will be explained in more detail below.

In order to ensure that an opening of the doors in normal operation can only be carried out if a safe entry and exit in the event of a passenger lift or a safe unloading and loading in the case of a goods lift is possible, can be provided according to a preferred development, the elevator installation furthermore comprises a detection device which is set up to detect whether the cabin is at the same height as the holding station.

The detection device is preferably an optoelectronic detection device, for example in the manner of a light barrier. As explained in more detail below, this can be particularly preferably formed by the communication units of the car and the holding station, whereby components can be saved.

For this purpose, it can namely be provided that the cabin-side communication unit then and preferably only in a receiving area of the stop station-side communication unit and / or the haltestationsseitige communication unit then and preferably only in a receiving area of the cabin side communication unit, when the car is at the same height located with the holding station.

The two doors can only communicate with each other when they face each other. In the present case, the "two doors" always mean the car door and the holding station door of the at least one holding station. For this purpose, the communication units are preferably set up such that a transmission unit of the one communication unit lies exactly opposite the reception unit of the other communication unit when the car is at the same height as the holding station.

The communication can be easily and safely established by having the cabin side and the rest station side communication unit configured to receive and transmit signals in the visible or / and infrared range. The communication between sender and receiver of the various communication units can in particular function according to the type of communication between sender and receiver in an IR remote control. But other types of communication should not be excluded, for example via an RFID system, in particular an NFC system. Also, the communication does not necessarily take place via electromagnetic waves, but it can, for example, an ultrasound system can be used.

For secure management of the communication resources, provision can be made for the cabin-side communication unit to be configured as master and the stand-station-side communication unit as slave for at least the normal operation of the elevator installation. The haltestationsseitige communication unit sends so at least in normal operation, therefore, only data when prompted by the cabin side communication unit to do so.

To realize the synchronization of the door movements, it may be provided that the cabin-side and the station-side communication unit are designed, during normal operation and when the car is at the same height as the holding station, at least during an adjustment movement of the car door and / or the holding station door periodically exchange data with each other. A time interval of about 500 ms has proven to be sufficient. The exchanged data may relate in particular to the opening state of the car door and / or the holding station door.

For example, the cabin-side communication unit of the stop station-side communication unit at regular intervals communicate data on the opening state and possibly the speed and / or acceleration of the car door or send derived control data, which are forwarded from the haltestationsseitigen communication unit to the holding station-side control unit, which data or control data used to control or / and control the holding station door drive to tune the opening or closing movement of the holding station door to that of the car door. The data exchange can therefore include both position data and control data. In this sense, a remote control of the holding station door by the control unit of the cabin take place.

The car door and the station door can thus behave as if they were mechanically coupled, but in fact are coupled together by bidirectional communication. In the case of communication e.g. by visible light or IR radiation can also speak of an optical coupling, which information such as position data and control information can be transmitted via this optical coupling.

Furthermore, it can be provided that the exchanged data relate to the presence or the absence of a door block, wherein each of the two control devices can be configured to stop the respective door when a blockage of even only one of the two doors is reported.

In the open state of the two opposing doors communication between the car and holding station can be maintained in normal operation by a so-called heartbeat communication. For example, the cabin side communication unit may notify the standby side communication unit at regular intervals, that the cabin-side communication unit is present and functional, and it can request from the station-side communication unit a corresponding signal as a "sign of life".

The cabin-side and the stop-station-side control unit may be designed to tune an adjusting movement of the car door and the holding station door so that both doors move synchronously. In an adjusting movement of the car door and the holding station door in a closing direction, the two doors can move particularly preferably with an offset of 10 to 50 mm, preferably of about 20 mm. Over the entire adjustment, except for a beginning and an end portion of the adjustment, which may be required to produce the desired offset between the front and the trailing door and to close the trailing door completely, are preferably the speeds of before and the trailing door are substantially the same, and the offset is preferably substantially constant.

The adjustment of an offset between the two doors has the advantage that the emergence of the leading door to an obstacle less total force to stop both doors spend as in the case of a simultaneous emergence of both doors, since the trailing door already from the detection of a blockage of leading door can be counteracted, so that it stops before hitting the obstacle. This is especially useful if the blockade is caused by a person. The closing force can thus be optimized.

For safety reasons, an electrically actuated and manually unlockable additional lock can be provided on the holding station door, which is configured so that it can only be unlocked by the holding station-side control unit when the car is at the same level with the holding station.

In this case, the holding station-side control device may be adapted to open the holding station door by a predetermined amount, for example from 0 to 10 cm, preferably by an adjustment of 2 to 10 cm, particularly preferably 5 cm, in the case of manual unlocking of the additional locking, then a Apply torque in the opening direction below the breakaway torque of the holding station door to this so that it can be easily opened by hand, and to try after a subsequent standstill of the holding station door from 3 to 15 s, preferably of about 5 s, the holding station door again shut down.

Since the manual unlocking device, such as a keyhole for an emergency key, is usually laterally of the holding station door in the wall, the waiting time of 3 to 15 seconds is required so that the person who wants to manually open the holding station door of the Actuator can reach the opened by the predetermined adjustment station door to continue to open by hand.

In the case of a manual unlocking of the additional locking, the holding station-side control device can be configured to attempt to establish a communication connection to the cabin-side communication unit even before the holding station door is opened, by means of the holding station-side communication unit. If it is possible to establish this communication link, a data exchange can take place, which results in the car door following the opening and closing movement of the station door.

In principle, it should also not be ruled out that the stop-station-side control device is set up to apply a torque in the opening direction below the breakaway torque of the holding station door in the event of manual unlocking of the additional locking without previously opening the holding station door as described above, so that This can be easily opened by hand. If the holding station door is not opened manually after a period of, for example, 3 to 15 seconds, preferably of about 5 seconds, it may optionally be provided that the holding station-side control unit changes back to a normal door-closed mode, ie, the holding station door closes, a holding torque in the end position, door-to-door is created and the holding station door is locked if necessary.

A possible opening and closing behavior of the doors will be described in more detail below.

The elevator system according to the invention makes possible an exchange between independent drive systems for the car door and the holding station door, which is independent of the actual elevator control (ie of the control of the movement of the car between the holding stations).

It should be added that from terms such as "unit" or "device" as in the terms communication unit or control unit here are no constructive restrictions derive. For example, the communication unit need not be housed as a unit in a housing. The same applies to the control unit. The terms "unit" or "device" are in the present case rather to be understood as synonyms for "device" or "device".

An example of a possible opening and closing behavior of the car door and the station door in various standard situations for an exemplary embodiment of the invention will be described below.

If there is talk of a communication between the cabin-side and the stop-station-side control unit, this always means the communication by means of the above-described cabin side and haltestationsseitigen communication unit. Accordingly, that means Configuration of a control unit as master or slave, that the associated communication unit is configured as master or slave.

Behavior of car door and landing door in normal operation

1. a) Zunächst sind sowohl die Kabinentür als auch die Haltestationstür bzw. alle Haltestationstüren geschlossen und verriegelt.
2. b) Auf Anforderung aus der Kabine oder von der Haltestation aus fährt die Kabine zur gewünschten Haltestation. Die hierzu notwendige Aufzugsteuerung ist dem Fachmann bekannt und wird hier nicht weiter erläutert.
3. c) Wenn die Kabine auf gleicher Höhe mit der Haltestation angekommen ist, liegt die kabinenseitige Kommunikationseinheit im Empfangsbereich der haltestationsseitigen Kommunikationseinheit, und die haltestationsseitige Kommunikationseinheit liegt im Empfangsbereich der kabinenseitigen Kommunikationseinheit.
   Insbesondere wenn jede der beiden vorgenannte Kommunikationseinheiten auch nur dann im Empfangsbereich der jeweils anderen Kommunikationseinheit liegt, wenn sich die Kabine auf gleicher Höhe mit der Haltestation befindet, können die Kommunikationseinheiten durch Datenaustausch feststellen, dass sich die beiden Türen auf einer zum Ein- und Aussteigen bzw. zum Ent- und Beladen geeigneten Position befinden, so dass mit einer Öffnung der Türen begonnen werden kann. Alternativ kann hierzu auch eine andere geeignete Detektionseinrichtung, vorzugsweise eine optoelektrische Detektionseinrichtung eingesetzt werden, etwa eine Lichtschranke oder ähnliches.
4. d) Das kabinenseitige Steuergerät erhält z.B. von der hier nicht näher erläuterten Aufzugsteuerung ein Tür-AUF Kommando. Dann geht es weiter wie folgt:
   1. 1) Das kabinenseitige Steuergerät meldet sich bei dem haltestationsseitigen Steuergerät an.
   2. 2) Das haltestationsseitige Steuergerät erhält Tür-AUF Parameter vom kabinenseitigen Steuergerät. Diese können ein Tür-AUF Kommando oder/und eine gewünschte Öffnungsgeschwindigkeit oder/und eine gewünschte Öffnungsbeschleunigung umfassen.
   3. 3) Optional teilt das haltestationsseitige Steuergerät dem kabinenseitigen Steuergerät die Öffnungsposition der Haltestationstür mit, etwa zur Protokollierung.
   4. 4) Die elektrischen Zusatzverriegelungen der beiden Türen werden geöffnet.
   5. 5) Der Status der elektrischen Zusatzverriegelungen wird überprüft.
   6. 6) Eine Bewegung zur Öffnung beider Türen wird ausgeführt, gesteuert bzw. geregelt von dem kabinenseitigen und dem haltestationsseitigen Steuergerät. Dabei findet ein permanenter Abgleich der Bewegungen von Kabinentür und Haltestationstür vermittels der kabinenseitigen und der haltestationsseitigen Kommunikationseinheit statt. Ein Abgleichintervall von bis zu 500ms wird für den Datenaustausch dabei als ausreichend angesehen. Wird eine der beiden Türen blockiert, bleiben beide Türen stehen und melden eine Blockierung.
   7. 7) Sobald die Endlage AUF bei beiden Türen erreicht wurde, wird die Kommunikation über einen "Heartbeat" aufrechterhalten, wie einleitend ausgeführt. Wird dieser Heartbeat unterbrochen, geht es weiter bei Punkt g).
5. e) Wenn das kabinenseitige Steuergerät z.B. von der nicht näher beschriebenen Aufzugsteuerung ein Tür-ZU Kommando erhält, geht es wie folgt weiter:
   1. 1) Das kabinenseitige Steuergerät beendet die Heartbeat-Kommunikation.
   2. 2) Das haltestationsseitige Steuergerät erhält Tür-ZU Parameter vom kabinenseitigen Steuergerät. Diese können ein Tür-ZU Kommando oder/und eine gewünschte Schließgeschwindigkeit oder/und eine gewünschte Schließbeschleunigung umfassen
   3. 3) Optional teilt das haltestationsseitige Steuergerät dem kabinenseitigen Steuergerät die Öffnungsposition der Haltestationstür mit, etwa für eine Protokollierung.
   4. 4) Der Status der elektrischen Zusatzverriegelungen wird überprüft.
   5. 5) Die Zusatzverriegelungen werden ggf. geöffnet.
   6. 6) Eine Bewegung zum Schließen beider Türen wird ausgeführt, gesteuert bzw. geregelt von dem kabinenseitigen und dem haltestationsseitigen Steuergerät. Dabei findet ein permanenter Abgleich der Bewegungen von Kabinentür und Haltestationstür vermittels der kabinenseitigen und der haltestationsseitigen Kommunikationseinheit statt, wobei ein Abgleichintervall von bis zu 500 ms als ausreichend angesehen wird. Um die Schließkraft zu optimieren, kann die Kabinentür einen Vorlauf von beispielsweise 10 bis 50 mm, vorzugsweise 20 mm in Bezug auf die Haltestationstür aufweisen. Wird eine Tür blockiert, bleiben beide Türen stehen und melden eine Blockierung. Nach dieser Meldung wird eine in den Steuergeräten eingestellte Strecke zur Reversierung jeweils in Türöffnungsrichtung gefahren.
   7. 7) Sobald die Endlage ZU bei beiden Türen erreicht wurde, werden die elektrischen Zusatzverriegelungen geschlossen, und ihr Status wird überprüft.
   8. 8) Im Anschluss meldet sich das kabinenseitige Steuergerät von dem haltestationsseitigen Steuergerät vermittels der beiden Kommunikationseinheiten ab.
6. f) Schließlich verlässt die Kabine die Haltestation, gesteuert von der hier nicht näher erläuterten Aufzugsteuerung.
7. g) Bei einem ungeplanten Abbruch, wenn etwa ein Kommunikationsfehler auftritt oder die vorerwähnte Heartbeat-Kommunikation abbricht, wird, angesteuert durch das jeweilige Steuergerät, eine Notfallschließung jedenfalls der Haltestationstür, vorzugsweise auch der Kabinentür vorgenommen. Dabei schließt die jeweilige Tür, vorzugsweise im Drängelmodus, und wird anschließend in der Endlage Tür-ZU verriegelt.

In the following, the course of a bidirectional communication between the car and the holding station and the resulting, coordinated adjusting movement of the two doors in normal operation is explained.

1. a) First, both the car door and the station door or all station doors are closed and locked.
2. b) On request from the cabin or from the holding station, the cabin moves to the desired stopping station. The elevator control necessary for this purpose is known to the person skilled in the art and will not be explained further here.
3. c) When the car has arrived at the same height as the holding station, the cabin side communication unit is in the receiving area of the holding station side communication unit, and the holding station side communication unit is located in the receiving area of the cabin side communication unit.
   In particular, if each of the two aforementioned communication units is only in the reception area of the respective other communication unit, if the cabin is at the same level with the holding station, the communication units can establish by data exchange that the two doors on one for getting in and out or for unloading and loading, so that opening of the doors can be started. Alternatively, this can also be another suitable detection device, preferably an opto-electrical detection device can be used, such as a light barrier or the like.
4. d) The cabin-side control unit receives, for example, from the elevator controller, which is not described here, a door-open command. Then it goes on as follows:
   1. 1) The cabin-side controller registers with the haltestationsseitigen control unit.
   2. 2) The station-side controller receives door-on parameter from the cab-side controller. These may include a door-open command or / and a desired opening speed and / or a desired opening acceleration.
   3. 3) Optionally, the stop-station-side control unit notifies the cabin-side control unit of the opening position of the holding station door, for example for logging.
   4. 4) The additional electrical locks of the two doors are opened.
   5. 5) The status of the additional electrical interlocks is checked.
   6. 6) A movement for opening both doors is carried out, controlled by the cabin side and the holding station side controller. In this case, a permanent adjustment of the movements of the car door and the station door takes place by means of the cabin-side and the station-side communication unit. An adjustment interval of up to 500 ms is considered sufficient for the data exchange. If one of the two doors is blocked, both doors stop and signal a blockage.
   7. 7) Once the OPEN limit has been reached on both doors, communication is maintained via a "heartbeat", as explained in the introduction. If this heartbeat is interrupted, continue with point g).
5. e) If the cabin-side control unit, for example, receives a door-CLOSE command from the elevator controller, which is not described in further detail, it continues as follows:
   1. 1) The cab control unit stops heartbeat communication.
   2. 2) The station-side controller receives door-to-door parameters from the cab-side controller. These may include a door-close command or / and a desired closing speed and / or a desired closing acceleration
   3. 3) Optionally, the holding station-side control unit notifies the cabin-side control unit of the opening position of the holding station door, for example for logging.
   4. 4) The status of the additional electrical interlocks is checked.
   5. 5) The additional locks may be opened.
   6. 6) A movement for closing both doors is performed, controlled by the cabin side and the holding station side controller. In this case, a permanent adjustment of the movements of the car door and the station door takes place by means of the cabin-side and the station-side communication unit, with a calibration interval of up to 500 ms being considered sufficient. To optimize the closing force, the cabin door can a lead of, for example, 10 to 50 mm, preferably 20 mm with respect to the holding station door. If a door is blocked, both doors stop and signal a blockage. After this message, a distance set in the control units is reversed in the door opening direction.
   7. 7) Once the CLOSE limit has been reached on both doors, the auxiliary electrical locks are closed and their status is checked.
   8. 8) Subsequently, the cabin-side control unit logs off from the haltestationsseitigen control unit by means of the two communication units.
6. f) Finally, the car leaves the holding station, controlled by the elevator controller, which is not explained in detail here.
7. g) In the event of an unplanned interruption, for example if a communication error occurs or the aforementioned heartbeat communication breaks off, an emergency closure, in any case, of the holding station door, preferably also of the car door, is actuated by the respective control unit. The respective door closes, preferably in the jamb mode, and is then locked in the end position door CLOSE.

Behavior of the landing door in servo mode

In the case of an emergency release or maintenance, such as an inspection trip, the station door must be open without a communication link with the cabin, in particular, even if the cabin is not at the same level with the holding station.

When closed, the holding station door drive generates a holding torque in the door-closed end position. Now, when trying to open the door by hand, this increases the power the motor needs to keep the door-to-door position. From a given force, which is smaller than 300N, the station door operator switches into the so-called "servo mode":
The haltestationsseitige controller then tries to solve the additional lock the Haltestationstür. This is configured so that it can only be released by the stop-side control unit when the cabin is level with the holding station.

The holding station-side controller (slave controller) then attempts to establish a communication link to the cabin-side controller (master controller). Preferably, the holding station side as well as the cabin side communication unit are always ready to receive. The master and slave roles are reversed in this case.

Regardless of whether such a communication link can be established, the holding station-side controller applies a torque in the opening direction, without the Haltestationstür is moved, ie a torque below the breakaway torque of the holding station door. This supportive torque makes the station door easy to open by hand. After a standstill of, for example, 3 to 15 seconds, preferably about 5 seconds, attempts the stop-side control unit to close the door.

If the aforesaid communication connection between the car and the holding station can be established, data is exchanged with the car during the opening and closing movements of the station door in the last paragraph, so that the car door can follow the opening and closing movements of the station door. The master controller follows in In this case, exceptionally, the slave controller in both directions.

If the additional lock of the terminal door can not be released by the stop unit-side control unit, the attempt is aborted and switched to the normal door-closed mode.

If the additional lock is then opened manually, the holding station-side control unit again attempts to set up a communication connection to the cabin-side control unit (the associated master control unit).

Regardless of whether such a communication connection can be established, the holding station door is first opened by the holding station-side controller by a predetermined amount, for example from 0 to 10 cm, in particular from 2 to 10 cm, preferably from about 5 cm. Then, the haltestationsseitige controller applies a torque in the opening direction below the breakaway torque of the holding station door. This supporting torque makes it easy to open the holding station door by hand. After a standstill of the holding station door, for example, 3 to 15 seconds, preferably about 5 seconds, the haltestationsseitige control unit tries to close the door.

If the aforesaid communication connection between the car and the holding station can be established, data is exchanged with the car during the opening and closing movements of the station door in the last paragraph, so that the car door can follow the opening and closing movements of the station door. In this case, the master control unit also follows the slave control unit in both directions.

If the station door is mechanically locked, the attempt is aborted and the system is switched to the normal door-closed mode.

Behavior of the cabin door in servo mode

In the event of an emergency release, the cabin door must also be open without a communication connection with the holding station door (shaft door). When closed, the car door drive generates a holding torque in the door-closed end position. Now, when trying to open the door by hand, this increases the current that the motor needs to keep the door-to-door position. From a given force, which is smaller than 300N, the car door drive switches into the so-called "servo mode":
The cabin-side controller then tries to release the additional lock the car door. This is configured so that it can only be released by the cabin-side control unit when the cabin is at the same height as the holding station.

The cabin-side controller (master controller) attempts to establish a communication link to the holding-station-side controller (slave controller).

Regardless of whether such a communication link can be established, the cabin-side control device applies a torque in the opening direction below the breakaway torque of the car door. This supporting torque makes it easy to open the cabin door by hand. After a standstill of, for example, 3 to 15 s, preferably of about 5 s, the cabin-side control unit tries to close the car door.

If the aforesaid communication connection between the car and the holding station can be established, data is exchanged with the holding station during the opening and closing movements of the car door mentioned in the last paragraph, so that the holding station door opens and closes Closing movements of the car door can follow. In this case, the slave control unit follows the master control unit in both directions.

If the additional lock of the car door can not be released by the cabin-side control unit, the attempt is aborted and switched to the normal door-closed mode.

If the additional locking of the car door is then opened manually, then the cabin-side control unit again tries to establish a communication connection to the stop-station-side control unit

Irrespective of whether such a communication connection can be established, the car door is first opened by the cabin-side control unit by a predetermined amount, for example from 0 to 10 cm, preferably between 2 and 10 cm, in particular approximately 5 cm. Then, the cabin side controller applies a torque in the opening direction below the breakaway torque of the car door. This supporting torque makes it easy to open the cabin door by hand. After a standstill of the car door, for example, 3 to 15 seconds, preferably about 5 seconds, the cabin-side control unit tries to close the door. It should also not be excluded that the car door is not opened by the cabin control unit, but that only the above-mentioned supporting torque is applied, preferably at least for 3 to 15 seconds, more preferably for about 5 seconds. If the car door is not opened by hand within this time, it can be provided that the cabin-side control unit again changes into a door-to-door mode, thus applying a holding torque in the door-closed end position and possibly locking the car door again.

If the above-mentioned communication link between the car and the holding station can be established, they are referred to in the last paragraph Opening and closing movements of the car door Data exchanged with the holding station so that the landing door can follow the opening and closing movements of the car door. In this case, the slave control unit follows the master control unit in both directions.

If the cabin door is mechanically locked, the attempt is aborted and it is switched to the normal door-closed mode.

Figur 1

eine schematische und stark vereinfachte Schnittdarstellung eines wesentlichen Teils einer Aufzuganlage gemäß einem ersten Ausführungsbeispiel,

Figur 2

eine perspektivische Ansicht der in Figur 1 nur schematisch dargestellten kabinenseitigen Kommunikationseinheit, und

Figur 3

eine Draufsicht auf die kabinenseitige und die haltestationsseitige Kommunikationseinheit des ersten Ausführungsbeispiels in einem Zustand, in welchem sich die Kabine auf gleicher Höhe mit der Haltestation befindet.

Finally, the present invention will be explained in more detail with reference to a preferred embodiment, which is illustrated in the accompanying figures. Showing:

FIG. 1

a schematic and highly simplified sectional view of an essential part of an elevator installation according to a first embodiment,

FIG. 2

a perspective view of in FIG. 1 only schematically illustrated cabin side communication unit, and

FIG. 3

a plan view of the cabin-side and the station-side communication unit of the first embodiment in a state in which the cabin is at the same level with the holding station.

FIG. 1 shows in a schematic and greatly simplified manner, a first embodiment of an elevator system 1 according to the invention, which is installed in a building 2 only indicated here.

The building 2 has a floor floor 6 and a building wall 3, in which a door opening 4 is located, which allows access to a lift shaft 7 from the floor floor 6 from.

In the elevator shaft 7, a cabin 20 is movably arranged between different holding stations 10, in the present example vertically movable, that is, using the coordinate system in the x-direction shown in the figure. Only one holding station 10 is shown here.

It has been omitted to present details of the drive, the guidance and the control of the movement of the car 20 in the elevator shaft 7, which are known to the expert in numerous variants, and to which it does not matter to explain the present invention.

The cabin 20 includes a car door opening 21 and a car door 22 which is adjustable in a conventional manner for opening and closing the car door opening 21 between an open position and a closed position. Although the cabin door 22 shown here is a single-leaf sliding door which is displaceably mounted in a guide 27 in the z-direction (perpendicular to the drawing plane), any other types of cabin doors are possible, such as multi-leaf sliding doors, folding doors, swing doors or for example also vertically movable doors.

A cabin door drive 23, shown here only schematically, is designed to adjust the car door 22 between its open position and its closed position, wherein the control and / or regulation of the adjustment movement takes place via a control unit 26 on the cabin side. This is, indicated by a dotted line, connected to a cabin-side communication unit 24 for data transmission.

At the door opening 4 is the holding station 10 with a holding station door 12 which is provided for opening and closing a holding station door opening 11 between an open position and a closed position adjustable. Also in the holding station door 12 is a single-leaf, sliding in the z-direction sliding door with a guide 17, in which case any other types of doors are possible.

A stop station door drive 13, shown here only schematically, is designed to adjust the holding station door 12 between its open position and its closed position, wherein the control and / or regulation of the adjustment movement is effected by a stop-state-side control unit 16. This is, indicated by a dot-dash line, connected to the data transmission with a station-side communication unit 14.

Preferably, such a holding station 10 is provided on each floor, which can be approached with the car 20.

For safety reasons, an electrically actuated, but in an emergency but also manually releasable additional locking can be provided on the car door 22 and on the station door 12 yet, which is not shown in the figures. It can be provided that the additional locking of the holding station door 12 or the cabin door 22 is configured such that it can only be unlocked by the holding station-side control unit 16 or cabin-side control unit 26 when the cabin 20 is at the same height as the holding station 10 , Otherwise, only a manual emergency unlocking is possible.

For a coordination of the adjustment movements of the car door 22 and the station door 12, a control device 5 is provided, which includes the cabin-side control unit 26 and the station-side control unit 16 and the stop-station-side control units of the various holding stations.

According to the invention, for this purpose, the cabin-side communication unit 24 and the holding-station-side communication unit 14 are set up for a wireless bidirectional communication with each other, which in FIG. 1 is indicated by a double arrow K.

FIG. 2 11 shows a perspective view of essential parts of the cabin-side communication unit 24, namely a cabin-side transmitter 24t and a cabin-side receiver 24r, which in the present embodiment may both be mounted on a common mounting bracket 25, which in turn may be configured by means of screws 28 or other suitable means Fixing means to be attached directly to the cabin 20 or, for example, via an additional mounting structure 25a. At the cabin-side receiver 24r, a glare shield 24b may be provided against extraneous light.

The transmitter 24t and the receiver 24r of the cabin-side communication unit 24 may be connected to the cabin-side controller 26 via data lines 29, but a wireless connection is also conceivable.

FIG. 3 11 shows a top view of the cabin-side communication unit 24 and the stand-station-side communication unit 14 in a state in which the cabin 20 is at the same height as the holding station 10.

The view of the cabin side communication unit 24 in FIG FIG. 3 corresponds to a view of the object of FIG. 2 in the direction of the arrow P in FIG. 2 ,

The holding station-side communication unit 14 corresponds in the present embodiment in the construction of the cabin-side communication unit 24, ie includes a transmitter 14t, a receiver 14r, data lines 19 to haltestationsseitigen control unit 16 and a mounting bracket 15 and screws 18 so that reference is made to the above description of the cabin side communication unit 24 can be. An illustration of the additional mounting structure 25a and the anti-glare shield 24b has been presented in FIG FIG. 3 waived.

However, corresponding elements may be provided on both the cabin-side communication unit 24 and the stand-station-side communication unit 14.

The assembly is to be realized such that the cabin-side communication unit 24 and the station-side communication unit 14 face each other when the car 20 is at the same height as the holding station 10, in which case the cabin-side transmitter 24t is opposite to the station-side receiver 14r and the cabin-side receiver 24r is arranged opposite the stop station-side transmitter 14t.

The rays emitted by the transmitters 14t, 24t, preferably visible light and / or IR rays, are in FIG. 3 indicated by dash-dotted lines. In this case, a certain maximum lateral beam offset from the zero position of the respective receiver (sensor) may be permissible, which depends on the circumstances of the individual case (in FIG. 3 indicated by a double arrow V). The same applies to a beam offset in height.

With regard to a communication, the cabin-side communication unit 24 may preferably be configured as a master, the stop-station-side communication unit 14 as a slave, at least during normal operation of the elevator installation.

reference numeral

1

elevator system

2

building

3

building wall

4

doorway

5

control device

6

Story floor

7

elevator shaft

9

detection device

10

holding station

11

Holding station door opening

12

Holding station door

13

Holding station door drive

14

Station-side communication unit

14t

Transmitter of the station-side communication unit

14r

Receiver of the station-side communication unit

15

Mounting bracket of the station-side communication unit

16

Station-side control unit

18

screw

19

data line

17

Guidance of the station door

20

cabin

21

Cabin door opening

22

cabin door

23

Cabin door drive

24

Cabin-side communication unit

24b

Glare protection of the cabin side communication unit

24t

Transmitter of the cabin side communication unit

24r

Receiver of the cabin side communication unit

25

Mounting bracket of the cabin side communication unit

25s

additional assembly structure of the cabin side communication unit

26

Cabin-side control unit

27

Management of the cabin door

28

screw

29

data line

Claims (12)

Elevator installation (1), comprising: a cabin (20) movable between holding stations (10) with a car door opening (21) and a car door (22) which can be adjusted to open and close the car door opening (21), a controllable car door drive (23) adapted to adjust the car door (22), a holding station door (12) provided in the installed state of the elevator installation (1) on at least one of the holding stations (10) and capable of opening and closing a holding station door opening (11), a controllable holding station door drive (13) adapted to adjust the holding station door (11), a cabin-side communication unit (24) and a stand-station-side communication unit (14) arranged for wireless communication with each other, a control device (5) which is designed to match an adjusting movement of the car door (22) and an adjusting movement of the holding station door (12), wherein the control device (5) has a cabin-side control device (26) connected or connectable to the cabin-side communication unit (24) for data transmission and configured for controlling or controlling the car door drive (23), and a communication unit (14) communicating with the station-side communication unit (14) comprising connected to the data transmission or connectable stop-station-side control unit (16), which is adapted to control and / or regulation of the holding station door drive (13), characterized in that the cabin-side communication unit (24) and the hold station-side communication unit (14) for bidirectional communication are arranged together. Elevator installation (1) according to claim 1,
characterized in that it further comprises a detection device (9), preferably an opto-electronic detection device, which is adapted to detect whether the car (20) is level with the holding station (10). Elevator installation (1) according to claim 1 or 2,
characterized in that the cabin-side communication unit (24) then and preferably only in a receiving area of the stop station-side communication unit (14) and / or the stop station-side communication unit (14) then and preferably only in a receiving area of the cabin side communication unit (24) is when the cabin (20) is at the same height with the holding station (10). Elevator installation (1) according to one of claims 1 to 3,
characterized in that the cabin side (24) and the station side communication unit (14) are adapted to transmit and receive signals in the infrared range and / or in the range of visible light. Elevator installation (1) according to one of claims 1 to 4,
characterized in that at least during normal operation of the elevator installation, the cabin-side communication unit (24) is configured as master and the holding station-side communication unit (14) as slave. Elevator installation (1) according to one of the preceding claims,
characterized in that the cabin side (24) and the station side communication unit (14) are adapted to, in normal operation and when the car (20) is at the same height with the holding station (10), at least during an adjusting movement of the car door (22) and / or the holding station door (12) at regular intervals, preferably at least every 500 ms to exchange data, in particular data concerning the opening state of the car door (22) or / and the holding station door (12). Elevator installation (1) according to one of the preceding claims,
characterized in that the cabin-side (24) and the station-side communication unit (14) are adapted, during normal operation and when the car (20) is at the same height with the holding station (10), during an adjustment movement of the car door (22 ) and / or the holding station door (12) at regular intervals, preferably at least every 500 ms, to indicate whether there is a blockage of the car door (22) and / or the holding station door (12), and wherein the cabin side (26) and the stop station side Control unit (16) are adapted to stop both the car door (22) and the holding station door (12) when a blockage of the car door (22) and / or the holding station door (12) is reported. Elevator installation (1) according to one of the preceding claims,
characterized in that the cabin side (24) and the station side communication unit (14) are adapted to be in normal operation and when the car (20) is at the same level as the holding station (10) and the car door (22) and the station door (12) is in the open state to maintain heartbeat communication. Elevator installation (1) according to one of the preceding claims,
characterized in that the cabin-side (26) and the hold station side control unit (16) are adapted to an adjustment movement of the car door (22) and the holding station door (12) so agree that the two doors (12, 22) move synchronously. Elevator installation (1) according to one of the preceding claims,
characterized in that the cabin-side (26) and the stop-station-side control device (16) are adapted to tune an adjustment movement of the car door (22) and the holding station door (12) in a closing direction so that the two doors (12, 22) synchronously and with an offset of 10mm to 50mm, preferably about 20mm. Elevator installation (1) according to one of the preceding claims,
characterized in that on the holding station door (12) an electrically actuated and manually unlockable additional locking is provided, which is configured so that it can only be unlocked by the stop station side control unit (16) when the car (20) at the same level the holding station (10) is located, wherein the holding station-side control unit (16) is adapted, in the case of manual unlocking of the additional locking the holding station door (12) by a predetermined amount, preferably by an adjustment of 2 to 10 cm, particularly preferably 5 cm, to open, a torque in the opening direction below the breakaway torque of the holding station door (12) to create this, and after a subsequent standstill of the holding station door (12) from 3 to 15 s, preferably from about 5 s to try, the holding station door (12) to close again. Elevator installation (1) according to claim 11,
characterized in that the holding station-side control unit (16) is configured to try in the event of manual unlocking of the additional lock before opening the holding station door (12), by means of the holding station-side communication unit (14) establish a communication link to the cabin side communication unit (24).

Images