TECHNICAL FIELD OF INVENTION
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The present invention relates to a microprocessor controller system for elevators.
KNOWN STATE OF THE ART
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It is known in the state of the art that the operations of an elevator system are controlled by a device or a set of devices comprising a controller system.
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A controller system is based on a low voltage microprocessor circuits, which use input signals to gather an information about the status of an elevator (such as position, movement, speed, temperature, load, orders received from users i.e. passengers or service persons via specialized interfaces i.e. input devices etc.), after which the firmware algorithms working on the basis of received inputs and orders, activate certain outputs that then perform various tasks of an elevator system (driving, door closing, signalization etc.).
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Additionally to the low voltage circuits, typically working at 3.3V (microprocessors and signal lines) to 24V (relays), an elevator controller system comprises of a so called "safety chain" circuit which operates at a voltage of above 50V (typically 220V). In this circuit there are numerous contacts that monitor statuses of mechanical and electromechanical components of an elevator, and are designed to brake the chain, thereby stopping the movement of an elevator in case of need, all in accordance with the task of protecting the passengers and maintenance personnel. During specific modes of operation such as "inspection drive", certain elements (in the scope of this invention under the term "element" we refer to minimal functional items able to perform a task - such as relays or contacts) of the safety chain are overbridged in order to facilitate completion of various tasks by the said personnel. The functionalities of the safety chain is established by the requirements as set forth by the European Lift Directive and the corresponding norms and standards. Apart from European standards which are accepted globally, there are specific standard in the USA and Japan, to which this invention doesn't apply.
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In the known art, the elevator controller is comprised of printed electrical circuit boards containing among other elements, said microcontroller circuits. However, for a complete safety and functionality of a system as a whole, besides electrical circuit elements, the system has to include following typical components: electromechanical elements (pushbuttons, switches, contacts, fuses, RCCB, contactors, relays, connectors), power supply, frequency inverter, various other peripheral parts. Also, they need to be placed in a metal enclosure or enclosures i.e. electrical cabinets. The choice of components is based on electrical diagrams and functionalities, which typically need to be adjusted according to a project-specific requirements.
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Furthermore, the production of a controller system is labour-intensive due to the need for creating numerous internal wirings by which all the said elements are interconnected. In the current state of the art, the level of integration and standardization of the said elements comprising an elevator controller system remains low. Typical sizes and distribution of elements within electrical cabinets is such that it doesn't allow for optimal miniaturization, which limits their compatibility with the industry's trend saving valuable space in the building.
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Due to the above-mentioned ways in which controller systems are designed, produced and used, there are drawbacks and disadvantages that are not fully addressed. They are as follows:
- 1. production process that relies heavily on human labour
- 2. need for an excessive project-related customization that further slows down the process and increases the chance for errors in the design and production of systems
- 3. practical impossibility to fully implement quality control process (on a highly customized products that requires extensive testing apparatus and a significant amount of time)
- 4. increased size and limitations regarding physical placement of units in an elevator shaft
- 5. more complex elevator installation and maintenance requiring more experienced personnel
THE BRIEF DESCRIPTION AND PURPOSES OF THE INVENTION
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In order to eliminate mentioned drawbacks and disadvantages and bring new advantages to the technical field of elevator controllers, the present invention is related to an elevator controller system.
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In the said invention, thanks to the design of safety chain across various modules (in the scope of this invention under the term "module" we refer to parts consisting of more than one element, that can perform a more complex function, they can be considered as stand-alone devices, or can be a part of a larger unit) of a system each comprising a separate enclosed device i.e. electrical cabinet), including the printed electrical circuit boards, in such a way as to create an universally configurable platform where a single electrical circuit design can accommodate all possible requirements to allow for different practical configurations to be created using exactly the same units that are connected in exactly the same way. This is achieved only by simple overbridging of specific contacts already in place on the printed circuit boards.
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Based on the above invention, a high level of unification of all the units of a system is achieved while labour time is reduced and the reliability of the system is increased due to eliminating human error during customizing diagrams and doing manual wiring. At the same time, unified and standardized units (in the scope of this invention under the term "unit" we refer to main parts of a system each comprising a separate enclosed device i.e. electrical cabinet) allow for implementation of fully automated testing procedures, thereby eliminating production errors and further saving time.
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Thanks to the high level of integration of elements that previously required manual wiring, units i.e. electrical cabinets are miniaturized which is an important feature within the industry.
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Thanks to the full integration of safety chain elements into printed circuit boards, as well as due to unification of interconnection topology of all units, the installation of a system is more rapid, straightforward and the chance of error during installation is eliminated.
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Furthermore, troubleshooting and maintenance is made easier due to having a fixed connection points and electrical diagrams regardless of the specificities of the project in question, as well as due to having 12-point safety chain contacts monitoring providing more accurate information about the status of the equipment.
DESCRIPTION OF THE FIGURES ILLUSTRATING THE INVENTION
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The figures used in order to better describe the elevator controller system, developed by the invention are as follows:
- Figure 1: Overview of the topology of all the main units and connections in the system
- Figure 2: Block diagram of modules in the MAIN control cabinet in version A
- Figure 3: Block diagram of modules in the MAIN control cabinet in version B
- Figure 4: Block diagram of modules in the DRIVE cabinet
- Figure 5: Safety chain electrical diagram of SHAFT unit
- Figure 6: Safety chain electrical diagram of CABIN unit
- Figure 7: Safety chain electrical diagram of PIT unit
DESCRIPTION OF ELEMENTS AND PARTS OF THE INVENTION
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Units of the elevator controller system developed with this invention are individually numbered and given below, including detailed list of modules, parts and elements that they consist of.
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References in figure 1 - Overview of the topology and connections:
- 1 MAIN control unit (outside elevator shaft [S])
- 1a Connection towards to the next lift controller in multiplex mode
- 1b Main supply connection
- 2 DRIVE unit
- 2a Brake resistor connection
- 2b UPS power supply or energy saving module connection 2c Electric motor connection
- 2d Motor brake connection with adjustable voltage 48V - 220V, 1 or 2 brake coils
- 2e Encoder connection, any type
- 2f PTC or NTC motor probe connection
- 2g Motor fan connection 1ph or 3ph
- 3 SHAFT unit
- 3a Connection to upper limit switch, if installed
- 3b Connection to load measurement system, if installed in top of shaft or machine room
- 3c Connection to overspeed governor (if in top of shaft) or tensioner contact
- 4 CABIN unit
- 4a Connection to electrical or mechanical safety gear
- 4b Connection to overspeed governor, if installed on cabin
- 4c Cabin doors A side
- 4d Cabin doors B side
- 4e Connection to load measurement system, if installed on cabin
- 4f Connection to absolute position system with safe functions if installed
- 4g Connection to signalization under cabin
- 4h Positioning sensors, if installed
- 4i Limit switch, if installed
- 4j Cabin operating panel with emergency module
- 4k Additional cabin operating panel
- 4l Connection to emergency call module on top of cabin
- 4m Connection to emergency call module under the cabin
- 4n Inspection box on cabin
- 5 PIT unit
- 5a Connection to shaft light
- 5b Connection to landing door contacts A side wiring tree
- 5c Connection to landing door contacts B side wiring tree
- 5d Connection to hydraulic buffers, if installed
- 5e Connection to service door, if installed
- 5f Connection to ladder contact
- 5g Connection to tension device for overspeed governor
- 5h Connection to landing display and operation panels A side wiring tree
- 5i Connection to landing display and operation panels B side wiring tree
- 5j Connection towards to next lift controller (if in group work)
- 5k Connection to emergency call module, if installed in shaft
- 5l Inspection box in pit
- W1 Wiring between MAIN control unit and DRIVE unit
- W2 Wiring between MAIN control unit and SHAFT unit
- W3 Wiring between SHAFT unit and CABIN unit
- W4 Wiring between SHAFT unit and PIT unit
- M Electric motor
- S Elevator shaft walls
- C Cabin walls
- L Landing indication and operation panels (outside elevator shaft [S])
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Additional references in figures 2 and 3 - Block diagram of the MAIN unit:
- 1c
- Main microprocessor module
- 1d
- Microprocessor communication module
- 1e
- Power supply module
- 1f
- Inspection and rescue module
- 1g
- Fuses and RCCB module
- 1h
- Main switch with main fuses module
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Additional references in figure 4 - Block diagram of DRIVE unit:
- 2h
- VVVF module
- 2i
- Brake control module
- 2j
- Main supply monitoring and switch from main supply to UPS
- 2k
- Contactor connection and monitoring according to SIL3
- 2l
- UPS supply monitoring
- 2m
- 3ph fan contactor block, if installed
- 2n
- Mains connector block
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Additional references in figure 5 - safety chain electrical diagram SHAFT unit (3):
- K25 Relay for testing door contacts
- K26 Relay for overbridge doors during preopening doors and releveling
- 21 Safety circuit input voltage
- 22 Negative pole of safety circuit voltage
- 23 Last point of safety circuit
- 24 Negative pole of safety circuit voltage
- 27, 28, 29, 30, 31, 32, 33, 34, 35, 36, 37, 38
- Safety circuit gathering points according to EN81-20:2020 5.11.2.1.2 and 5.10.3.2.2
- 40, 41, 42, 43, 44, 45, 46, 47, 48, 49, 50, 51, 52
- Connections of safety circuit from SHAFT unit (3) to CABIN unit (4)
- 53, 54, 55, 56, 57, 58, 59, 60, 61, 62, 63, 64
- Connections of safety circuit from SHAFT unit (3) to PIT unit (5)
- SBS Door bypass switch
- S10 Emergency electrical operation switch
- S11 Emergency electrical operation drive up button
- S12 Emergency electrical operation drive down button
- 5204 Overspeed governor rope tension switch
- 5205 Stop switch in top of shaft
- S211 Overspeed governor switch
- S212 Upper limit switch 1
- S212A Upper limit switch 2
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Additional references in figure 6 - safety chain diagram of CABIN unit (4):
- S20 Inspection switch on the cabin
- S21 Inspection switch up on the cabin
- S22 Inspection switch down on the cabin
- S23 Inspection cabin enable pushbutton
- S64 Safety contact from safety device
- S65 overbridge door enable from safety device
- S221 Safety gear switch
- S223 Overspeed governor switch
- S230 Stop switch in cabin inspection box
- S231 Additional stop switch
- S260 cabin door A safety contact
- S265 cabin door B safety contact
- 40, 41, 42, 43, 44, 45, 46, 47, 48, 49, 50, 51, 52
- Connections of safety circuit from SHAFT unit (3) to CABIN unit (4)
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Additional references in figure 7 - safety chain diagram of PIT unit (5):
- S30 Inspection switch in the pit
- S31 Inspection switch up in the pit
- S32 Inspection switch down in the pit
- S33 Inspection pit enable pushbutton
- S200 Stop switch in pit box
- S201 Shaft leader switch
- S203 Counterweight protection switch
- 5204 Overspeed governor rope tension switch
- S214 Hydraulic buffer 1
- S215 Hydraulic buffer 2
- S216 Hydraulic buffer 3
- S250 Landing door contacts of all doors A side
- 5251 Landing door contacts of all doors B side
- S264 Stop switch in pit inspection box
- S28X Locking door contacts of all doors on A side
- S29X Locking door contacts of all doors on B side
- 53, 54, 55, 56, 57, 58, 59, 60, 61, 62, 63, 64
- Connections of safety circuit from SHAFT unit (3) to PIT unit (5)
DETAILED DESCRIPTION OF THE INVENTION
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In this invention, a controller system, in all its' functionalities and taking into account all the safety requirements, directives, norms and standards - has been divided into 5 units:
- 1. MAIN controller unit (1), further consisting of 6 internal modules/blocks each providing a specific function. These are - main microprocessor module (1c), microprocessor communication module (1d), power supply module (1e), inspection and rescue module (1f), fuses and RCCB module (1g), main switch with main fuses module (1h).
Each is standardized and internal connections between them have been established in a unified manner. (Figures 2 and 3). - 2. DRIVE unit (2), further consisting of 7 internal modules each providing a specific function. These are - VVVF module (2h), brake control module (2i), main supply monitoring and switch from main supply to UPS (2j), contactor connection and monitoring according to SIL3 (2k), UPS supply monitoring (2l), 3ph fan contactor block (f installed) (2m), mains connector block (2n).
Each is standardized and internal connections between them have been established in a unified manner (Figure 4). - 3. SHAFT unit (3), consisting of a printed circuit board with integrated safety chain interconnections with monitoring and configurable I/O pins.
- 4. CABIN unit (4), consisting of a single printed circuit board with integrated safety chain interconnections with monitoring and configurable I/O pins.
- 5. PIT unit (5) consisting of a single printed circuit board with integrated safery chain interconnections with monitoring and configurable I/O pins.
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The units described in [0016] are interconnected always via exactly the same set of wirings, regardless of the specificity of the project. These are:
- 1. Wiring W1 between MAIN controller unit (1) and DRIVE unit (2) .
- 2. Wiring W2 between MAIN controller unit (1) and SHAFT unit (3) .
- 3. Wiring W3 between SHAFT unit (3) and CABIN unit (4).
- 4. Wiring W4 between SHAFT unit (3) and PIT unit (5).
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On each of these units (1 to 5), a set of local connections can be established:
- 1. On the MAIN unit (1) - connection towards the next lift (if in group work) (1a) and main power supply (1b)
- 2. On the DRIVE unit (2) - brake resistor connection (2a), UPS power supply or energy saving module connection (2b), electric motor connection (2c), motor brake connection with adjustable voltage 48V - 220V and 1 or 2 brake coils (2d), encoder connection of any type (2e), PTC or NTC motor probe connection (2f) and a motor fan connection 1ph or 3ph (2g)
- 3. On the SHAFT unit (3) - connection to upper limit switch (if installed) (3a), connection to load measurement system, if installed in the top of shaft (3b) and connection to overspeed governor (if in top of shaft) or tensioner contact (3c)
- 4. On the CABIN unit (4) - connection to electrical or mechanical safety gear (4a), connection to overspeed governor (if installed on cabin) (4b), cabin doors A side (4c), cabin doors B side (if installed) (4d), connection to load measurement system (if installed on the cabin) (4e), connection to absolute position system with safe functions (if installed) (4f), connection to signalization under cabin (4g), positioning sensors (if installed) (4h), limit switch (if installed) (4i), cabin operating panel with emergency module (4j), additional cabin operating panel (if installed) (4k), connection to emergency call module on top of cabin (4l), connection to emergency call module under the cabin (4m) and inspection box on cabin (4n).
- 5. On the PIT unit (5) - connection to shaft light (5a), connection to landing door contacts A side wiring tree (5b), connection to landing door contacts B side wiring tree (if installed) (5c), connection to hydraulic buffers (if installed) (5d), connection to service door (if installed) (5e), connection to ladder contact (5f), connection to tension device for overspeed governor (5g), connection to landing display and operation panels A side (L) wiring tree (5h), connection to landing display and operation panels B side wiring tree (if installed) (5i), connection towards to next lift controller (if in group work) (5j) and inspection box in pit (5k).
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By distributing and splitting in a complementary manner, the functionalities and local connections between the five units - MAIN controller unit (1), DRIVE unit (2), SHAFT unit (3), CABIN unit (4) and PIT unit (5) - an optimum an universal configuration of the system has been achieved. Interconnections between them (W1, W2, W3 and W4) have been fully standardized and the physical placement of units in the shaft is fully flexible.
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At the same time, units are miniaturized according to their function and typical placement limitations within the structure of any elevator system, in the following manner:
- 1. MAIN controller unit (1) - realized as a metal cabinet enclosure in the smallest external dimensions especially focused on very narrow width, thereby enabling it to be placed inside the elevator landing door car frame if so required (version A - Figure 2). In this configuration, since its' physical position is not determined by its' relationship to the other parts of the system, it can be placed on any door frame and at any floor - as it best suites the building design.
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In another configuration of it's internal modules, MAIN controller unit (1) can be realized as an enclosure with very small width and height, thereby enabling it to be easily installed on top of the wall or inside the wall niche (version B - Figure 3). In this particular configuration, it is highly practical for it to be placed away from the elevator shaft (S), and same as in previous case, it can be placed at any floor and at any (practical) distance from the shaft (ex. it can be hidden in the service room).
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2. DRIVE unit (2) - realized as a metal cabinet enclosure in the smallest external dimensions, thereby enabling it to be placed inside the shaft, close to the elevator electric motor (M) - due to it's small size, there is always enough free space in the elevator shaft for it to be near the motor, regardless if the motor is in top or at the bottom of shaft (Figure 4).
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3. SHAFT unit (3) - realized as a metal cabinet enclosure in the smallest external dimensions especially focused on a very small depth, thereby enabling it to be placed anywhere on the shaft (S) wall and due to its' very small depth, in all known elevator configurations, it can be safely placed between the wall and the passing elevator cabin. Typically, it will be placed anywhere in the top half of the shaft. In this way, the total length of the elevator travelling cable is reduced to the minimum and its' proper placement is easily achieved without excessive twisting.
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4. CABIN unit (4) - realized as a metal cabinet enclosure in the smallest external dimensions, thereby enabling it to be placed anywhere on top of the cabin (C). It can be placed both in horizontal and vertical directions, so it can be safely placed even on the smallest cabins without compromising refuge spaces.
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5. PIT unit (5) - realized as a metal cabinet enclosure in the smallest external dimensions especially focusing on the very small depth, thereby enabling it to be placed anywhere on the shaft wall and due to it's very small depth, in all known elevator configurations, it can be safely placed between the wall and the passing elevator cabin. Typically, it will be placed near the bottom of the shaft (S).
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Thanks to the system being split into several standardized units of very compact sizes, placed in a practically designed metal enclosures, each covering a fixed range of functionalities and local connections, each providing variations in the configuration to be established using exactly the same units comprised of exactly the same modules by way of offering alternative points of connection, programmable inputs and outputs, programmable relays, local power supply and grounding outputs, and the safety chain electronic circuit encompassing all units in a way that allows for such variation without compromising safety and functionality - the system as a whole answers to all the drawbacks set forth in [0007], in a way that represents an invention in the elevator industry.