EP4328163A1 - Elevator controller - Google Patents

Abstract

The control according to the invention is a control for optimizing the entry process (leveling) of an elevator car at a stop for an elevator with an elevator control which controls the stop of the car at a stop depending on a predetermined distance X to the stop, the control being designed for this purpose is to record a set of at least one same measured value during at least two, in particular at least three trips, to determine a change dX or a changed distance X 'depending on the set of the current trip and at least one past trip and the changed value X' or to output the difference dX to the specified distance X.

Description

The invention relates to a control for optimizing the entry process (leveling) of an elevator car at a stop.

Controllers of the type mentioned are known from the prior art, which control the positioning of the elevator car at a stop depending on a predetermined distance from the stop.

It is the object of the invention to provide an improved control.

This object is achieved, starting from a control of the type mentioned, by a control according to claim 1 and an elevator according to claim 13. Advantageous embodiments are specified in the further dependent claims.

The control according to the invention is a control for optimizing the entry process (leveling) of an elevator car at a stop for an elevator with an elevator control which controls the stop of the car at a stop depending on a predetermined distance X to the stop, the control being designed for this purpose is to record a set of at least one same measured value during at least two, in particular at least three trips, to determine a change dX or a changed distance X 'depending on the set of the current trip and at least one past trip and the changed value X' or to output the difference dX to the specified distance X.

This can have the advantage that the duration of the entry process and/or the location of the positioning of the elevator car is optimized. This can have the advantage that the entry process remains essentially the same length for each trip. This can have the advantage that there is no need to readjust the position of the elevator car at the stop. This can have the advantage that these advantages arise even if the behavior of the elevator is not consistent. This can have the advantage that these advantages also develop when the normal travel speed and/or the acceleration and/or the deceleration of the elevator changes. This can have the advantage that these advantages also arise when a hydraulic elevator heats up.

At least two trips are necessary to select the values for calculating X' or dX from the current or the past trip. At least 3 trips are advantageous in order to select the values for calculating X' or dX exclusively from past trips. At least 4, 5, 6, 7, 8, 9, or 10 rides are even more advantageous. 32 previous trips are advantageous to achieve particularly good results. At least one same measured value means that at least one or more identical measurements are carried out.

The controller is a control device and can be a device.

A stop is a stop at a stop on one floor of the building, in particular for the usual boarding and alighting of passengers in or out of the cabin. A trip is a journey of the elevator car between two consecutive stops. A trip typically has the following phases: stop, acceleration until normal driving speed is reached, normal driving speed, deceleration to reduce speed until entry speed, entry process (leveling), stop. The current journey is the current journey for which in particular the change dX or the changed distance is to be applied. A past trip is a trip that took place before the current trip. a The normal driving speed is the essentially constant speed of a journey after the acceleration phase and before the speed reduction phase and the entry process. The leveling process is the phase of a journey after the end of the normal travel speed between the end of the deceleration for speed reduction and the stop and can include the entry and readjustment of the elevator car at the stop. The entry process typically has a substantially constant entry speed, which is lower than the normal driving speed. The predetermined distance The change dX and the changed distance X' refers to the distance X according to the relationship X' = X + dX. An absolute positioning system can be implemented by a measuring tape attached in the shaft, a measuring sensor on the cabin, the stored positions and an evaluation device for indicating the position of the cabin.

Preferably, the controller is designed to form a group from a set, which includes at least the set and/or at least the main value of the set including the change dX or the changed distance X' calculated from the set, and a group of a past trip in Depending on the main value of the current trip and the past trip, and to determine the change dX or the changed distance X 'depending on the selected group.

The main value of a set and/or the associated group is a specific measurement or a function of specific measurements of the underlying set. In particular, the main value is a function of acceleration and normal driving speed. In particular, the main value for the upward travel direction is the acceleration acc and for the downward travel direction the essentially constant normal travel speed vel.

A group can be a set. Then the skin values of the past trips and the change dX or the changed distance X' can be calculated from the selected set of the selected trip at the time of the current trip.

The group can consist of the main values and the change dX or the changed distance X', which can then be calculated at the time of the assigned past trip.

This can have the advantage that the optimization is particularly good.

The control is preferably designed to select the group from a past trip whose main value has the smallest absolute difference from the main value of the current trip.

This can have the advantage that the accuracy of the positioning at the end of the entry process is particularly high.

The controller is preferably designed to store groups in a memory up to a maximum number.

This can have the advantage that the memory requirement is reduced.

The control is preferably designed to add all nine groups to the memory when the maximum number has not yet been reached, and to replace groups in the memory with groups of new trips when the maximum number is reached, in particular to replace them if and in particular only if, thereby increasing the value range of the main values or the distribution of the main values becomes more even.

This can have the advantage that the memory is optimally utilized.

Preferably, the controller is designed to add groups of new trips to the memory until the maximum number of groups in the memory is reached.

This can have the advantage that sufficient data is quickly available for optimal control.

The control is preferably designed to replace a stored group with the group of a new trip, particularly when the maximum number of groups in the memory has been reached, if this increases the value range of the main values, in particular if the main value of the stored group is the smallest or largest value of all the stored ones groups and the main value of the new group is correspondingly smaller or larger.

This can have the advantage that optimal data is available for optimal control and that the control behavior always improves.

Preferably, the control is designed to replace a stored group with the group of a new trip, particularly when the maximum number of groups in the memory has been reached and in particular when the main value of the group of the new trip is not smaller or larger than all of the main values in the memory the distribution of the main values in the memory becomes more uniform and in particular the sum of the squares of the distances between the successive main values in the memory becomes smaller, in particular if the main value difference of the group of the new trip is smaller than the main value difference of a stored group with the same group position as the group position of the Group of the new ride.

This can have the advantage that optimal data is available for optimal control and that the control behavior always improves.

The main value difference of a main value is the absolute difference between the main value and its standard value. The standard value of a principal value is the sum of the smallest principal value of all groups in memory and the product of the group position of the principal value and the group slope. The group position of a main value is the quotient, rounded to an integer, of the difference of the main value to the smallest main value of all groups in memory and the group slope. The group slope is the quotient of the difference between the smallest and largest main value of all groups in the memory and the maximum number.

The controller is preferably designed to add a time of an associated measured value to the group and to delete the group from the memory again after a certain period of time after the time.

This can have the advantage that groups whose values represent unfavorable slips are removed again after some time. This can increase the accuracy of the procedure.

The control is preferably designed so that the predetermined distance X to the stop is the distance FS for initiating the speed reduction or the distance REL for switching off the drive.

This can have the advantage that the accuracy of the control is particularly high.

The control is preferably designed to record the default value ldur for the desired duration of the entry process (leveling) and for the set the measured values mean acceleration until the normal driving speed is reached acc, normal driving speed of the cabin vel, mean deceleration for the speed reduction dec, and speed immediately before switching off the drive lvel and calculate the changed distance FS' as follows: $$\mathrm{FS}\prime =\left(\mathrm{lvel}\ast \mathrm{ldur}\right)+\left(\frac{{\mathrm{vel}}^2-{\mathrm{lvel}}^2}{2\ast \mathrm{dec}}\right).$$

This can have the advantage that an optimal FS value is assumed.

The deceleration for speed reduction is a negative acceleration.

wobei FL die Position der Haltestelle ist.The control is preferably designed to record the measured value of the actual stopping position HP after the journey for the set and to calculate the change dREL as follows: $$\mathrm{dREL}=\left(\mathrm{HP}-\mathrm{FL}\right),$$

where FL is the position of the stop.

This can have the advantage that the stopping position of the elevator car can still be readjusted.

The control is preferably designed to carry out the method separately for each direction of travel of the cabin, and in particular to carry it out with its own memory.

This can have the advantage that the different behavior of the elevator when traveling up or down is taken into account. This improves tax behavior.

Further features of the invention are indicated in the drawings.

The advantages mentioned in each case can also be realized for combinations of features in which context they are not mentioned.

Overview of the drawings:

Fig. 1

Aufzug mit Positionsmarkierungen

Fig. 2

Fahrkurve des Aufzugs

Fig. 3

Auswahl eines Hauptwertes zur Steuerung des Aufzugs

Fig. 4

Hinzufügen eines Hauptwertes

Fig. 5

Ersetzung eines extremen Hauptwertes

Fig. 6

Ersetzung eines nicht extremen Hauptwertes

Embodiments of the invention are shown in the drawings and are explained in more detail below. The same reference numbers in the individual figures designate corresponding elements. Show it:

Fig. 1

Elevator with position markings

Fig. 2

Elevator travel curve

Fig. 3

Selection of a main value to control the elevator

Fig. 4

Adding a main value

Fig. 5

Replacement of an extreme main value

Fig. 6

Replacement of a non-extreme main value

Detailed description of the drawings:

Fig. 1 shows a hydraulic elevator with position markings. The elevator 10 has an elevator car 12 which moves vertically in an elevator shaft 11. The elevator shaft 11 has several stops 13. In the elevator shaft 11 there is a position marking 17 for the stop, a position marking 16 for the distance REL from the stop 13 to switch off the drive for the stop at this stop and a position marking 15 for the distance FS from the stop 13 to initiate the speed reduction for the Stop at this stop. The position marking here is a height indication in relation to a tape measure in the shaft. The elevator car 12 has a position sensor 14 for detecting the position markings.

Fig. 2 shows a travel curve 20 of the elevator Fig. 1 . The travel curve 20 shows the journey from the stop at a stop below the stop 13 to the stop at the stop 13. The horizontal time axis 21 shows the course of time and the vertical position axis 22 shows the position of the elevator car 12 in the elevator shaft 11 during a journey. After the start from stop 31, there follows an acceleration phase 32 with the average acceleration acc, then a phase with a substantially constant normal travel speed vel 33, then the detection of the position marker FS 15 to initiate the speed reduction, then the speed reduction phase 35 with the average deceleration acceleration dec, and then the phase of the entry process (leveling) 36 with the constant speed lvel smaller as the constant normal driving speed and the duration ldur. Towards the end of the entry process, very close to the position of the stop, the position marker REL 16 is detected to switch off the drive. The elevator car then stops at the position HP near or on the position marker FL 17 for stop 13 at stop 13.

In order to keep the entry process 36 as long and short as possible and to avoid possible readjustment of the position of the elevator car 12 at the stop 13, the positioning of the position marker FS 15 is particularly important. In the prior art, the position of the position marker FS 15 is permanently provided in the elevator shaft. This requires the elevator to behave consistently. However, heating due to operation, changed environmental parameters, changes to the shaft or aging of the elevator can change the behavior of the elevator. This inconsistent behavior of the elevator can make it useful to change the position of the position marker FS 15. This also applies to the position marking REL 16.

It turns out that certain measured values for a journey can depend on the inconsistent behavior of the elevator and are helpful for changing the position markings FS and/or REL.

It turns out that changing the position markings FS and REL during a trip before reaching the position markings can make sense depending on certain measured values.

It turns out that changing the position markings FS and REL during a trip before reaching the position markings can make sense depending on certain measured values from another trip. It turns out that the selection of this other trip can make sense depending on the similarity of certain measured values of the current trip to the other trip. For the purpose of this selection, a main value is defined. This is one of the specific measured values or a function of certain measured values.

A default value ldur is specified for the desired duration of the entry process 36. A set of specific measurements is recorded for each trip. These are the average acceleration to reach normal travel speed acc, normal travel speed of the cabin vel, average deceleration for speed reduction dec, entry speed lvel and the actual stopping position HP. The main value For upward travel the average acceleration is acc, for downward travel it is the normal travel speed vel.

In the following, only upward trips are considered. For downward journeys, the algorithm must be applied separately in the same way. For downward journeys, additional position markings FS and REL must be provided above the position marking for the stop.

During the current journey, the specific measured values are recorded in such a way that the main value can be formed before the position markers FS and REL are reached.

$$\mathrm{REL}\prime =\mathrm{REL}-\mathrm{dREL}=\mathrm{REL}-\left(\mathrm{HP}-\mathrm{FL}\right)$$

berechnet, wobei FL die Position der Haltestelle ist und dFS und dREL die Änderungen der Abstände FS und REL sind.For past journeys, a group consisting of the main value and the changed position values FS' and REL' is formed from the set: FS' and REL' are included $$\mathrm{FS}\prime =\mathrm{FS}-\mathrm{dFS}=\left(\mathrm{lvel}\ast \mathrm{ldur}\right)+\left(\frac{{\mathrm{vel}}^2-{\mathrm{lvel}}^2}{2\ast \mathrm{dec}}\right)$$

$$\mathrm{REL}\prime =\mathrm{REL}-\mathrm{dREL}=\mathrm{REL}-\left(\mathrm{HP}-\mathrm{FL}\right)$$

calculated, where FL is the position of the stop and dFS and dREL are the changes in the distances FS and REL.

Fig. 3 shows the selection of a main value for determining the changed distances for the elevator Fig. 2 . The horizontal axis shows continuous group positions 41 ordered by main value up to a maximum number of 5 different groups. The vertical axis shows the value of the main value. The circles 40 represent groups consisting of the main value and the changed position values FS' and REL' from past trips calculated as above, which are stored in a memory. The memory holds a maximum number of 5 different past trips. Conveniently, the maximum number could also be larger, for example 32. The groups are shown here in ascending order according to the main value. The main value for the upward trips under consideration is the acceleration acc.

During the current journey, as mentioned above, the main value of the current journey 51 is formed before the position markers FS and REL are reached.

The group 52 is now selected whose main value 52 is closest to the main value of the current trip 51, i.e. has the smallest absolute difference.

The changed position values FS' and REL' formed from this selected group 52 are now applied for the current journey.

Fig. 4 shows adding a main value for the selection after Fig. 3 . The maximum number of 43 saved groups has not been reached here. As long as the maximum number of 43 saved groups is not reached, the group from a new trip 61 is added to the memory. Accordingly, the new group 61 is included in the memory.

This increases the number of choices for selection. This makes the process more reliable and accurate.

Fig. 5 shows replacing an extreme main value for the selection after Fig. 3 . The maximum number of saved groups is 43. The main value of the group of the current trip 61 is greater than the largest main value of a saved group 62.

When the maximum number of saved groups 43 is reached, the group of a new trip 61 then replaces the saved group with the highest 62 or lowest main value if the main value of the new group is correspondingly larger or smaller than the main value of the saved group.

Accordingly, the saved group 62 of a past trip is replaced by the group of the current trip 61.

This increases the range of values for the main values of the saved groups. This makes the process more reliable and accurate.

Fig. 6 shows replacing a non-extreme main value for the selection after Fig. 3 . The maximum number of saved groups is 43. The saved groups are arranged in group positions in ascending order according to the main value. The two groups with the largest and the smallest main value form a slope line. The group of the current trip 61 is closer to the gradient line than the saved group 62 of a previous trip. The difference 75 of the new group of the current trip 61 from the main value 73 the gradient line 71 at the corresponding position 72 is smaller than the corresponding difference 74 of the stored group 62 of a past trip.

When the maximum number of saved groups 43 is reached, the group of a new trip 61 then replaces a saved group 62 if the distance of the new group 61 from the gradient line is less than the distance of the saved group 62 from the gradient line.

Accordingly, the new group of the current trip 61 replaces the saved group 62 of a previous trip.

This makes the distribution of the main values in memory more even. This makes the process more reliable and accurate.

List of reference symbols:

10

Elevator

11

elevator shaft

12

Elevator cabin

13

bus stop

14

Position sensor

15

Position marker for distance FS

16

Position marking for the distance REL

17

Position marker for the stop

20

Driving curve

21

Timeline

22

Position axis

31

Stop

32

acceleration

33

normal driving speed

35

Speed reduction

36

Entry process

38

Stop

40

Stored main values

41

Continuous group positions of the main values

42

Value axis of the main values of the groups

43

Maximum number of groups

51

Main value of the current trip

52

Main value of the selected group

61

Main value of the newly added group of the ninth ride

62

Main value of the group to be replaced

71

Group gradient

72

Group position

73

Standard value of the group position

74

Main value difference of the replacing group of the new trip

75

Main value difference of the group to be replaced

Claims (15)

steering - to optimize the entry process (leveling) of an elevator car at a stop - for an elevator with an elevator control which controls the stop of the car at a stop depending on a predetermined distance X to the stop characterized in that the control is designed to - record a set of at least one of the same measured values during at least two, in particular at least three, trips, - to determine a change dX or a changed distance X' depending on the set of the current trip and at least one past trip - and output the changed value X' or the difference dX from the specified distance X. Control according to claim 1, characterized in that the control is designed to - to form a group from a set which includes at least the set and/or at least the main value of the set including the change dX or the changed distance X' calculated from the set, and - select a group of a past trip depending on the main value of the current trip and the past trip, and - determine the change dX or the changed distance X' depending on the selected group, - where the main value of a set and/or the group assigned to a set is a specific measured value or a function of certain measured values of the underlying set, in particular a function of acceleration and normal driving speed, in particular the acceleration acc for the upward and normal travel direction Driving speed vel is for the downward direction of travel. Control according to a previous claim, characterized in that the control is designed to - select the group from a past trip whose main value has the smallest absolute difference from the main value of the current trip. Control according to one of the preceding claims, characterized in that the control is designed to - Store groups in a memory up to a maximum number. Control according to one of the preceding claims, characterized in that the control is designed to - if the maximum number has not yet been reached - add all nine groups to the memory, - and when the maximum number is reached - replace groups in memory with groups of new trips, - to be replaced in particular if and in particular only if, - This increases the value range of the main values - or the distribution of the main values becomes more even. Control according to one of the preceding claims, characterized in that the control is designed to - Add groups of new trips to memory until the maximum number of groups in memory is reached. Control according to one of the preceding claims, characterized in that the control is designed to - especially when the maximum number of groups in the memory has been reached - replace a saved group with the group of a new trip, - if this increases the value range of the main values, - especially if the main value of the saved group has the smallest or largest value of all saved groups and the main value of the new group is correspondingly smaller or larger. Control according to one of the preceding claims, characterized in that the control is designed to - especially when the maximum number of groups in the memory has been reached - especially if the main value of the group of the new trip is not smaller or larger than all the main values in memory, - replace a saved group with the group of a new trip, - if the distribution of the main values in the memory becomes more uniform and in particular the sum of the squares of the distances between the successive main values in the memory becomes smaller, - in particular if the main value difference of the group of the new trip is smaller than the main value difference of a saved group with the same group position as the group position of the group of the new trip, - where the main value difference of a main value is the absolute difference between the main value and its standard value, - where the standard value of a main value is the sum of the smallest main value of all groups in memory and the product of the group position of the main value and the group slope, - where the group position of a main value is the quotient, rounded to an integer, of the difference of the main value to the smallest main value of all groups in the memory and the group slope, - where the group slope is the quotient of the difference between the smallest and largest main value of all groups in the memory and the maximum number. Control according to one of the preceding claims, characterized in that the control is designed to - add a time of an associated measured value to the group and - delete the group from memory after a certain period of time after the point in time. Control according to one of the preceding claims, characterized in that the control is designed to - that the specified distance X to the stop - the distance FS to initiate the speed reduction is or - is the distance REL to switching off the drive. Control according to one of the preceding claims, characterized in that the control is designed to - record the default value ldur for the desired duration of the entry process (leveling) and - the measured values for the set - average acceleration until normal driving speed acc is reached, - normal driving speed of the cabin vel, - average delay for speed reduction dec, - Record entry speed lvel and - calculate the changed distance FS' as follows: - $\mathrm{FS}\prime =\left(\mathrm{lvel}\ast \mathrm{ldur}\right)+\left(\frac{{\mathrm{vel}}^2-{\mathrm{lvel}}^2}{2\ast \mathrm{dec}}\right)$

. Control according to one of the preceding claims, characterized in that the control is designed to - for the set to record the measured value of the actual stopping position HP after the journey and - calculate the change dREL as follows - dREL = (HP - FL), where FL is the position of the stop. Control according to one of the preceding claims, characterized in that the control is designed to - carry out the procedure separately for each direction of travel of the cabin, - and in particular to run it with its own memory. Elevator with a control according to one of the preceding claims. Elevator according to claim 13, characterized in that - the elevator is a hydraulic elevator.

Images