WO1984002697A1 - Systeme de commande pour dispositifs elevateurs - Google Patents

Systeme de commande pour dispositifs elevateurs Download PDF

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Publication number
WO1984002697A1
WO1984002697A1 PCT/DE1984/000006 DE8400006W WO8402697A1 WO 1984002697 A1 WO1984002697 A1 WO 1984002697A1 DE 8400006 W DE8400006 W DE 8400006W WO 8402697 A1 WO8402697 A1 WO 8402697A1
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WO
WIPO (PCT)
Prior art keywords
stop
control
control system
cabin
elevator
Prior art date
Application number
PCT/DE1984/000006
Other languages
German (de)
English (en)
Inventor
Hans Kraus
Original Assignee
Maschf Augsburg Nuernberg Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Maschf Augsburg Nuernberg Ag filed Critical Maschf Augsburg Nuernberg Ag
Priority to DE8484900496T priority Critical patent/DE3466379D1/de
Priority to AT84900496T priority patent/ATE29866T1/de
Publication of WO1984002697A1 publication Critical patent/WO1984002697A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/02—Control systems without regulation, i.e. without retroactive action
    • B66B1/06—Control systems without regulation, i.e. without retroactive action electric
    • B66B1/14—Control systems without regulation, i.e. without retroactive action electric with devices, e.g. push-buttons, for indirect control of movements
    • B66B1/18—Control systems without regulation, i.e. without retroactive action electric with devices, e.g. push-buttons, for indirect control of movements with means for storing pulses controlling the movements of several cars or cages
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B19/00—Mining-hoist operation
    • B66B19/007—Mining-hoist operation method for modernisation of elevators

Definitions

  • the present invention relates to a control system for elevator systems, which should be adaptable to all system-specific requirements with simple means.
  • Controls of this type are adapted to the circumstances when implemented by means of relays or else in electronics by means of the corresponding control design.
  • control computers have been used up to now, the adjustment was made via individual design of the software. To do this, specially trained personnel are required for system processing and the handling of the control is necessary both during commissioning and in the normal 1 time operation, maintenance etc. difficult. The lack of appropriately trained personnel has accordingly made it difficult to use control computers and, in particular, also microprocessors.
  • ⁇ 0 to be provided, for which the stop-flush positions, which are determined by counting distance units and which are marked on the route, are entered during a test drive before the elevator system is started up, in order then to use the corresponding switching point for switching on the connection when a stop point is approached.
  • the object of the invention is to provide a control system which is to be manufactured independently of the system and which is to be preprogrammed uniformly for use cases which are to be regarded as customary and which consists of a central control unit with, if appropriate, additional modules.
  • control of the individual elevator is therefore automatically adapted to the conditions of a building by means of the information which is automatically adopted during the adjustment run. Since the control is used to execute tJ ⁇
  • the additional modules are used for adaptation.
  • System or customer-specific special functions are carried out according to cataloged specifications, which contain simple external wiring, which in turn activate software modules in the control system.
  • the elevator control is adapted to the building with the stop specifications of the special functions by means of a setting run carried out under the control of the central control device before commissioning.
  • the system-specific peripheral control devices to which essentially the middle! internal command and external calls, the receipts, the status display and the drive-on display are to be expected, are preferably carried out in normal electrical and electronic equipment which is minimized in terms of the interaction with the central microprocessor control. Means for error detection and location are also present in this area, so that it can be ascertained simply and unambiguously whether a possible malfunction has its cause in the system-dependent peripheral area or in the central microprocessor control. If the central control unit malfunctions, it will be replaced. This is possible because they are all structured and preprogrammed in the same way. However, in order to adapt the replaced central control device to the building, an adjustment run must be carried out again.
  • the module system explained above is also designed in such a way that the central control unit, together with corresponding c additional modules, can work as a supplement to the copying unit of existing relay or electronic controls, whereby, with the use of a suitable drive control device, one Modernization of older systems with a view to increasing traffic performance and increasing driving comfort is possible.
  • FIG. 1 schematically shows the cabin route in elevation, while FIG. 2 shows the shaft cross section to the system. 5
  • Figs. 1 is a cabin, which hangs on a support cable 2.
  • the cabin is transported via a traction sheave 3, which is driven by a motor 4.
  • the supporting cable 2 is guided over a deflection roller 5 and provided with a counterweight at the free end.
  • the flush division of the cabin with the individual stops is marked by switching flags 7, which are preferably attached to the shaft doors.
  • the switching flags 7 cooperate with a sensor 8 attached to the 5 cabin 1.
  • a switching curve 9 is fastened to the cabin 1 for the control-related detection of the end stop parts when the cabin is approached.
  • OMPI actuates the pre-limit switch VE 10 when the lowest holding parts are approached and the pre-limit switch VE o 11 when the top stop is approached.
  • switching flags 12 are also mounted on the individual floors for the special functions P 1 -P 1 depending on the stop for an optional assignment.
  • Elevator cars can have more than one door.
  • two car doors in cooperation with corresponding shaft doors can be present for loading.
  • up to 3 doors are possible. This is practically the maximum number, since there must be space for the counterweight on one side of the cabin. If there are several car doors, only the car door or the car doors for which there is a landing door may open when the bus stops. This must be indicated in each case by the corresponding entry and flush position switch flag 7.
  • the flush position switch flags 7 and the switch flags for identifying the stop-dependent special functions P 1 -P 4 corresponding to the arrangement of FIG. 3 Doors are arranged in corresponding escape lines, the corresponding arrangements each being provided with an index.
  • the microprocessor designed according to the invention is given the information as to which of the possibly existing elevator doors in the corresponding stop must be opened and which other special functions must be implemented in these holding parts.
  • the distance covered by cabin 1 is determined by means of a segment disk 30, the segments to be attached to the segment disk being arranged in such a way that in the case of a right-hand turn the transmitter 31 is actuated first, while in a left-hand turn the actuation of the Encoder 32 is done first.
  • the transmitters 31 and 32 are not actuated between each step.
  • an evaluation circuit not shown for the person skilled in the art that can be designed
  • both the distance traveled (number of revolutions of the segment disk 30) and the direction of movement of the cabin (up or down) can be derived from the sequence via the signals emitted by the two sensors. end of the signals emitted by the transmitters 31 and 32 can be determined, the path lengths between the individual floors being stored in the setting phase and, as already explained, the values can be corrected for later trips and the corresponding acceleration and deceleration commands can be determined directly.
  • FIG. 5 schematically shows the view of an elevator shaft from the inside in the direction of view of the shaft door 150.
  • the representation in FIG. 2 can be viewed as a plan view.
  • the view according to FIG. 5 would have to be folded over laterally or again opposite one another under certain circumstances with stopping distances apart being represented.
  • 7 denotes the already mentioned flags, which must be present at each stop for entry and leveling.
  • open rings are shown to the left of the switching lugs 7, which rings are labeled P 1 - P 4 at the top of the alignment line.
  • These rings represent fastening options 151 for switching flags for identifying special stop-dependent special functions.
  • these fastening points can be equipped with a switching flag. It is advisable to design the switch flags for the stop-dependent special functions somewhat longer than the switch flags 7 for the entry and flush setting.
  • an escape line (P 1 - P 4), which is equipped with one or more switching flags for the stop-dependent special functions, must be equipped with a switch on the cabin in the corresponding escape line. In principle, these switches could be removed after the adjustment run. However, there are operational advantages if these switches are also present in the cabin during normal operation.
  • the switching flags mentioned for the stop-dependent special functions are preferably attached to prefabricated devices 152 which are fastened to the door fighters on the inside of the shaft. Appropriate prefabricated devices for attaching the switches are attached to the top of the cabin.
  • Fig. 6 the elements that are necessary for self-adjustment of the system and also for operation are summarized in an overview.
  • the figure shows in the upper area the transmitters 31 and 32 for registering the change in level of the cabin and underneath the transmitters 80, 81 and 82 with the indices 1, 2 and 3 assigned to the three tracks for influencing the stop counter and for extraction the signals for the entry and flush position.
  • the sensors E 1, E 2 and E 3 assigned to the individual tracks are indicated for the stop-dependent special functions P 1 - P 4.
  • the special functions depending on the stop have additional signal inputs and
  • the individual signals from the named transmitters are sent to the CPU 52 for processing via the interrupt interface 51, and from there to the memory 53.
  • the data will be in volatile
  • the storage organization can be carried out in a manner known per se in different ways.
  • the storage space to be provided depends on the maximum number of stops to be reached in an elevator and the code selected once (1 out of n code or dual code, etc.).
  • the leveling level values, the entry routes and the markings P 1 - P 4 of the stop-dependent special functions are contained in the non-volatile memory.
  • the information about the leveling level values of the individual stops and the associated entry routes are already available in a form suitable for further processing.
  • the information about the uppermost parts of the system in the stop counters must now be saved and the information about the markings of the stop-dependent special functions is brought into a form suitable for processing. Two types of information can be obtained. Namely, once for the special functions depending on the stop and information for the upper check and, if necessary, correction of the stop counter during normal operation.
  • This modified information for the stop-dependent special functions and for the upper check and correction of the stop counter can be stored both in the non-volatile memory area and in a normal working memory. In the latter case, these values only have to be converted anew by the initialization of the computer via the operating program. This way, with the exception of the - OK - the microprocessor-controlled delay path for the nominal speed of the system with the setting run determines all values and automatically adjusts the control to the building.
  • Self-adjustment before the start of normal elevator operation also includes the automatic determination of the width of the cabin doors for controlled door drives, which is then carried out after the adjustment run.
  • the door movement and entrance of the cabin are connected or coupled.
  • non-contact switches are suitable for the entry and flush position, preferably in the form of beam-interrupting (light beam) switches.
  • the length of the switching flag is subject to the customary criteria in which the beams are just covered when the switch is flush.
  • these (light) beam-interrupting switches do not meet the building regulations for fire service lifts.
  • the inductive proximity switches are contactless switches which are also robustly reliable and inexpensive and which also meet the requirements to be placed on fire service lifts.
  • Such switches have the disadvantage that the switching point varies depending on the distance between the switching lug, which in this case must consist of electrically conductive material, and the switch.
  • a response curve of such an inductive proximity switch is given in FIG. 7, for example.
  • a pulsor is designated by P in FIG. 7, while the switching flag to be scanned is designated by 7 and the control flag to be attached is designated by 8.
  • the distance d is shown on the abscissa and the path s on the ordinate.
  • switches 80 (Eb), 81 (Bk) and 82 (Ef) are shown as inductive proximity switches. To whom the flush setting
  • the outer switches 80 (Eb) and 82 (Ef) the sensitivity to switching distance is indicated by dashed lines.
  • the switching flag 7 for the entry and flush position is shown on the right next to the switches mentioned in different positions (regardless of the actual distance).
  • inductive proximity switches with a diameter of approximately 4 cm are required. According to the representations in Fig. 8, however, this would result in a leveling accuracy of about +/- 2 cm, depending on the direction of entry and the switching distance.
  • these large leveling tolerances are completely out of the question for modern elevator systems.
  • the switching flag or switching plate is labeled with the switches 80 (Eb), 81 (Bk) and 82 (Ef) shown in the flush position in a top view.
  • the ratio of the width of the approaching web to the width of the correction window 155 is selected such that the same number of L-web counts (13 counts) as subsequently the same number of for the mean switching distance O correction window counts (13 counts) results.
  • the entry path is determined by switch 81 (Bk), while during normal travel the respective
  • the holding accuracy is to be increased, with mounting and adjustment work becoming less. This is possible because if the switch lugs 7 are installed correctly, the existing counting method recognizes the exact center of the switch lugs and thus the flush position.
  • the microprocessor control program recognizes when passing the leveling switch flag 7 of the 1st stop, since there are no signal changes at the control inputs of switches 80 (Eb) and 82 (Ef) that the system in question has simple stop switches 110 (Hs) is equipped and automatically shades the internal control program.
  • FIG. 11 shows a switch flag or switch plate with correction star 155 and inductive proximity switch mounted on one side as a holding switch
  • FIG. 12 shows the associated counts from part a and part b.
  • FIGS. 12 a and b The possible relationships of the L web counts to the O window counts and to the total count can be seen from FIGS. 12 a and b.
  • the area between the windows 155 (FIG. 11) in FIG. 12 is too short. This also applies to FIG. 10, where a double wavy line is entered between the individual switches 0, M and X in order to indicate this fact.
  • FIG. 13 shows an overview of the method for recognizing whether correction windows are present in the switching flags or not.
  • the type of determination of the stop count and, if necessary, a correction count can also be recognized, if an incomplete one Trip, for example caused by an inspection trip, is carried out.
  • the required criteria can only be determined by the ratios of the counts, i.e. H. Path measurements to determine each other. For example, the 1st Web count with certainty less than double the 0 window count. The wide web between the two O correction window openings gives a path count that is greater than twice an O window count. An O window count, which is three times an L web count, cannot occur within the area of a flag. This criterion is therefore used to switch the stop counter. As can be seen from FIG. 13, this results in different switching points for counting the stop counter, depending on whether the switching flag has a correction window or not.
  • each processing area has two reduction values or counting step sizes, which indicate how many systems path units WE have to be covered before a counting unit ZE for counting down the counter influencing the setpoint value of the drive control or another means influencing the drive is generated. Every entry processing starts with the larger counting step size.
  • the path-dependent entry takes place between the two count increments of the selected area. If a switchover has already been made to the smaller counting step width of the selected processing area during the run-in processing, and then a drive-in path correction in the direction of a shorter distance is carried out, then a switch is again made temporarily to a shorter counting step width outside the preselected area.
  • the path-dependent entry ends when the flush position is reached. All other changes in the cabin alignment during holding, which are caused by changes in the load on the cabin and the associated change in length of the suspension cables.
  • OMP may be caused by the readjustment, which brings the cabin back into alignment by motor. These movements are also influenced depending on the path. If inductive proximity switches ⁇ are used instead of beam-interrupting switches, the cabin path change must be recognized. The segmented disk drive explained with reference to FIG. 1 is then ruled out for this application.
  • the dash-dotted line in FIG. 14 denotes the flush position defined by a fixed switching flag, to which the path-dependent entry "Ef" and the arrow pointing upward correspond to the two arrows pointing to one another in the direction of departure in the direction of departure the entrance is directed in the drive-up direction with a wedge-shaped course.
  • the path-dependent influencing takes place through the counting stages of the counter counting the path units.
  • Fig. 14 it is also indicated on the right that when the switch 81 (Bk) is actuated, the entrance and flush-division switching flags generate signals dependent on the approach to the cabin door opening for doors with controlled drives.
  • the coupling of the path-dependent entrance of the cabin into a stop with the door movement always guarantees an equal relationship between the decreasing step height between the cabin floor and the stop level and the changing gap width regardless of the set or possibly changing entry speed door opening at the entrance.
  • the path-dependent entry influence can be related both to the setpoint and, as shown in FIG. 17, to the actual value of the drive control.
  • R a controller which is connected in the control circuits once (FIG. 16) between the control disc giving the actual value I and a path-dependent influencing circuit B and once between the setpoint generator S when the actual value changes (FIG. 17) and the path-dependent influencing circuit B is effective.
  • the path-dependent influence is exerted via the path-dependent influencing circuit B for the entry by influencing the setpoint signal.
  • the course of the driving curve which is predetermined by the analog setpoint, is evenly reduced to the flush position according to the run-in signals "Ef" and "Eb" (extended) approximated in a wedge shape in FIG. 14.
  • Fig. 18 shows an application for simple elevator systems with 5 uncontrolled drive, which may. are only equipped with holding switches 110 (Hs). In this case, the path-dependent influence on entry is reduced to the area which is covered by switch 81 (Bk) in FIG. 14. In contrast to the regulated drives, in which the brake only acts as a holding brake,
  • brake Z kills as a work brake.
  • the brake drop is influenced depending on the amplitude and the change in amplitude of the path-dependent signal. This ensures a more precise hold in the flush position, even with different cabin loads and, depending on this, also with different entrances.
  • the associated switch 204 on the microprocessor control is inserted into the switch
  • the door movement is switched on at the creeping speed which is not path-dependent.
  • the cabin door 205 can open or close. The movement of the cabin door 205 will
  • the cabin door width is determined by counting the encoder signals in the microprocessor control and the counting result is stored in a non-volatile memory for later processing in normal operation. After the door width or the door widths have been determined by the microprocessor control, the respectively associated switch 204 is switched back to the switch position N "normal operation".
  • an increasing guideline 209 is generated during the first half of the door movement and a decreasing guideline 209 during the second half.
  • This guideline approximates a path-dependent speed diagram of the uniformly accelerated or decelerated door movement.
  • the turning point is in the middle of the cabin door opening, i.e. at half the value for the car door width stored in the non-volatile memory.
  • a motion-optimal guideline 209 results in a parabola that is open towards the center.
  • the determination of these path-dependent parabolic values places some demands on the microprocessor and the associated program, since multiplication and the extraction of a root are necessary to determine the corresponding value.
  • it is also possible to linearly approximate these path-dependent speed values as is shown with the "simplified guideline" 210.
  • the sensors 206 and 207 are actuated by the segment disk
  • Computing operations are carried out internally in the microprocessor control and the results are sent via the 1 to 128 weighted (MP-Bus) lines via the AND gates 211 to 218 into the memories 221 to 228 belonging to the digital-analog converter 230.
  • MP-Bus weighted
  • the output signal of the digital-to-analog converter 230 is the analog voltage value of the guideline corresponding to the respective position of the front edge of the cabin door leaf 205 within the cabin 1 door opening 205 a.
  • This guideline is only the limitation of the setpoint of the controlled door drive in order to always allow it to approach the door end positions optimally and not the setpoint itself.
  • This guideline is only the limitation of the setpoint of the controlled door drive to ensure that the door end positions are always optimal to be started and not the setpoint itself.
  • This path-dependent guideline signal is transmitted via diode 231 to the other diodes 232 and 233 and the setting potentiometer 234 for the speed of the constant door open movement and the setting potentiometer 235,
  • the exact car door movement even when the direction of movement is reversed, can be registered by adding or subtracting the car door path units covered to the current door path count.
  • the function of the guideline is retained as a means of optimally approaching the door end positions.
  • the simplified guideline 210 (FIG. 19) is used. 20 shows the guideline 210 again at the top. Below this is the door-to-setpoint 250 which is limited by this and which is determined by means of the l tiometers 234 is set. 251 shows the corresponding door-to-solI value that can be set on the potentiometer 235. In general, the opening speed is greater than the closing speed in the case of controlled door drives. This can also be seen from the size of the setpoints at 250 and 251.
  • the guideline 210 can serve as an example for normal cabin door widths for passenger elevators. Here, half should count
  • the trapezoidal guideline indicated with 252 is used as a general solution so that no system-specific interventions in the program j g are necessary leave, used.
  • the setpoint value obtained by the digital-to-analog converter 230 increases until either half of the door width count stored in 220 is reached.
  • O Q digital-to-analog converter 230 for conversion into the corresponding analog guideline value, again reduced - guideline 252 -.
  • the door travel count was made possible by the automatic setting options. microprocessor control and is contained in the non-volatile memory 220 mentioned earlier.
  • the car door path signals ie the current door movement, which is triggered by the input "car door path signals" shown on the left are counted in the memory or counter 254.
  • Counting is supplied by means 255, which can also be switched as a complementor, to arithmetic unit 256, which increases the content of memory (register) 257 by this amount. As long as a change in the guideline is necessary, the count contained in the memory (register) 257 may be changed.
  • arithmetic unit 256 is used for addition or subtraction, i.e. the addition of the complement, the counting unit.
  • arithmetic unit 256 In the case of guideline 209 (FIG. 19 ⁇ , it also represents the arithmetic devices and also the associated microprocessor program for carrying out the necessary multiplications and for pulling the root.
  • the car door movement updated in the memory (counter) 254 is compared by means of the comparison device 258, which in this case is also intended to symbolize the associated microprocessor program, with the door width count contained in the non-volatile memory 220.
  • the count (257) for generating the guideline is increased until the count contained in the memory 254 is equal to half the door width count contained in the non-volatile memory 220. If so, the device 255 is checked for complementation, i. H. switched to subtraction.
  • Counting pulses triggered double or multiple counting The effective counting pulse spacing should be approximately in the range of that specified by the segment disc 206 (FIG. 19).
  • the counting pulses triggered by the normalized drive-in pulses are input via the number shown in FIG.
  • the memory length to be provided for this in the microprocessor corresponding to the number of maximum stops. This means that for example l if the 32 holding parts are processed, the memory length must also be 3 bits. With common microprocessor word lengths, these word lengths can then be composed of 4 x 8 bit or 2 x 16 bit word lengths in the program.
  • the external calls and internal commands to be carried out are provided in associated registers and processed in accordance with the program.
  • key switch trips can also be realized by correspondingly preventing the external calls from being activated by actuating a key switch in the cabin, which means that only the interior command search is then carried out for the corresponding elevator. 5
  • control interface parts are required to control the control interface parts.
  • the subsequent control elements are executed in a technique that is normal for normal service personnel. I.e. Error detection and correction should be possible with means, for investment reasons alone, that do not exceed cattle measuring instruments and possibly normal oscillographs. It is therefore important to avoid microprocessor technology in this area.
  • the central control computer for an individual elevator 300 is indicated with the part of the connections which are used to enter the internal commands and the external calls and for
  • the interface device 301 has an astable multivibrator 302 which operates freely and independently of the central control computer 300 as a clock generator. This actuates the 6-stage binary counter formed from stages 303, 304, 305, 306, 307 and 308.
  • the first Binary stage 303 for distinguishing between the counting signal which is earlier in time (if this counting stage is reset) for the remaining binary counters 304, 305, 306, 307 and 308 in the interface 301 and the counting signal amplified by the amplifier 309 for binary counters which are yet to be explained in the peripheral control devices and the time-lag generated by the AND gate 310 Main signal for the central control computer 300.
  • the time sequence or the frequency of the astable multivibrator 302 is to be selected such that when the binary stage 303 changes over to the reset state, the subsequent signal is sufficient to switch on the subsequent binary stages, including those working in parallel in the peripheral control devices.
  • the three further binary counters 304 follow the binary counter stage 303,
  • the last count, the 32nd is combined with the binary count 31 of the binary counter stages 304 to 308.
  • the output signal of the same, the delete signal is used to normalize the relevant processing in the control computer 300 and to reset or normalize the peripheral binary counters. As a result, the 32nd stop with the binary number 31 for the present example for a stop evaluation is lost.
  • a cabin panel 350 is indicated at the bottom left in FIG. 22 and an outer panel 400 at the bottom right. The way they work is shown in Figs. 80 and 81 explained separately.
  • Fig. 23 shows circuits of the car panel 350.
  • 351, 352 and 353 are the three stages of the binary counter, which works in parallel with the three binary counter stages 304, 305 and 306 of the interface 301 and which are determined by the output signal of the amplifier 309 (Fig. 22) be operated.
  • the output signals of the binary stages 351, 352 and 353 are fed to the individual stop interrogation-and-gates, which interrogate groups of 8.
  • these AND elements are connected in groups of eight with the 4 segment signals. Accordingly, in FIG. 23 only the AND elements for the first station of a group, that is for the 1st, 9th and 17th as well as the top stop, the 31st shown.
  • the processing of a stop call is now explained as an example for all other stops for the 9th stop.
  • the AND gate 354 is correspondingly connected to the outputs of the binary counters 351 to 353 for the selection of the 9th holder position. Furthermore, the AND element 354 is connected to the segment line 0L.
  • the AND gate 355 If the inner command transmitter 358 of the 9th stop is actuated, the AND gate 355 generates an output signal which, via the decoupling diode 354, reaches the inner command line common to all stops. In this way, it is fed via the interface 301 (FIG. 22) to the central control computer, which accepts it Q and then acknowledges it, however in later binary counter cycles, over the same line.
  • the AND gate 356 is called up in parallel, 5 whose output signal is fed to the RDF 360 for actuation.
  • the actuated RDF 360 causes the internal command acknowledgment 362 to light up in the middle of the amplifier 361.
  • the acknowledgment is also displayed via the AND element 356.
  • an acknowledgment signal is only available for 1/64 of a counter run.
  • the signal gap that occurs in this case is bridged for the displays by using RDFs. These are set to a time delay of approximately one second, this delay time being restarted by each incoming signal. If, when the elevator system executes an internal command, the same applies to external calls, it is deleted internally by the control system, the acknowledgment signal on the internal command line is missing, and after the corresponding RDF's delay time has elapsed, the display goes out automatically.
  • the microprocessor control will, in a manner still to be explained, at the time when the 9th stop is called by the binary counters 303 to 308 (FIG. 22) generates a signal on the dedicated line common to all stops, which actuates the AND element 357 prepared by 354, the output signal of which influences the RDF 363, which causes the status indicator 365 to light up via the amplifier 364.
  • the function of the cabin table is the same as that of the outside call boards 400.
  • This control of the outside call boards connected to the interface 301 is shown in FIG. 24 for the corresponding floors.
  • the function of the outside call boards differs from that of the car cabinets only in that, because of the separation in terms of stops, each of the binary counters 401, 402 and 403 working in parallel with the binary counters 304 to 308 of the interface 301 (FIG. 22) ( Fig. 24) is equipped.
  • the output signals of the binary counters 401 to 403 are connected to the AND element 405 by means of the switches 404.
  • the AND element 405 has an input for the segment call, which is to be connected depending on the associated 8-group assignment of the stops.
  • an output signal is generated which includes the AND elements 406, 407 and 408 of the down direction and the AND elements 409, 410 and 411 prepared for the up direction.
  • the AND gate 407 If, during the generation of an output signal by the AND gate 405, the down field call transmitter 412 is actuated, the AND gate 407 generates an output signal which is sent via the decoupling diode
  • the common call and receipt line is supplied to all Haitestellen. In the middle of this line, this signal reaches the microprocessor control computer 300 via the interface 301 for further processing. The signal on the common off-call line, but this is not yet the acknowledgment signal from the
  • Control computer 300 the AND gate 408 prepared by 405 is actuated, which has an output signal for driving the RDF
  • the acknowledgment display 415 for calling this stop by means of an amplifier symbolized by the interrupted connecting line.
  • the acknowledgment signal of the control computer 300 is present at the time of calling the 9th stop parts on the call and acknowledgment line common to all the hold parts. This signal remains at this point in time until this call is answered by a corresponding approach to the cabin and is thus deleted.
  • a signal is output by the control computer 300 on the departure display line common to all stops at the time the 9th parts are called up by the binary counters 304 to 308 of the interface 301 .
  • This actuates the AND element 406 prepared by 405, which controls the RDF 416, which lights up the downward travel indicator device via an amplifier symbolized by the interrupted connecting line.
  • the AND gate 410 If the on-field call transmitter 420 is actuated during the generation of an output signal by the AND gate 405, the AND gate 410 generates an output signal which is fed via the decoupling diode 421 to the call and acknowledgment line common to all stops. By means of this line, this signal reaches the microprocessing via interface 301 for further processing. sor control computer 300. By the signal on the common call line, but this is not yet the acknowledgment signal of the control computer 300, the AND element 411 prepared by 405 is actuated, which generates an output signal for controlling the RDF's 422, which is generated by means of a through the Interrupted connection line symbolized amplifier actuates the acknowledgment display 423 for the call to this station.
  • the acknowledgment signal of the control computer 300 is present at the time the 9th stop is called on the call and acknowledgment line common to all stops. This signal remains at this point in time until this call is answered by a corresponding approach to the cabin and is therefore deleted.
  • a signal is output by the control computer 300 at the point in time of calling the 9th stop by the binary counters 304 to 308 of the interface 301 by the control computer 300 on the upward travel indication line common to all the holding parts.
  • This actuates the AND element 409 prepared by 405, which controls the RDF 424, which lights up the onward travel indicator 425 via an amplifier symbolized by the interrupted connecting line.
  • the binary counters 304 to 308 of an interface 301 are always counted when the binary counter 303 is reset. After this counting, the figures based on FIGS. 23 and 24 explained peripheral control circuits decrypting the holding parts corresponding to the count and possibly. existing encoder signals are common to all the stops
  • This interrupt signal has i.a. internally in the control computer
  • the transfer of information from the control periphery consists in the presence of a signal on the lines common to all stops, such as indoor command, out-landing call and 5-landing call, the single bit contained in the stop register or the stop poniter, which is in each case in the position the counting query is to be transferred to the associated input register.
  • the encoder signals are acknowledged by the preprocessing registers.
  • the previously mentioned three pass of the binary counters 304 to 308 occurs in the interface 301 (FIG. 22) before the acknowledgment takes place. 1 Two passes are required to load the input registers and the intermediate registers with the encoder signals. At the end of the second run, during the deletion, the transfer to the preprocessing registers takes place and the third run takes place
  • bits obtained during the execution of the AND function are added to the already existing content of the preprocessing registers.
  • a bit deletion in the preprocessing registers' "is only carried out by executing the associated indoor command or the outside call.
  • the preprocessing registers are not the existing processing registers, since these are only available once, but the preprocessing registers are present three times.
  • the output of the acknowledgment signals from the preprocessing registers and the output of the status display and the continue indications take place analogously, the status display being taken from the only one 0 stop count, while the continue indications are selective for the display side (3 sides possible, see FIG. 3). be provided by the processing program from the processing registers.
  • the switch 330 When the switch 330 is actuated, the effect of the astable multivibrator 302 is prevented by the lock on the AND element 331. Furthermore, the interruption signal for the control computer 300 is switched off by the lock on the AND gate 310. The same applies to the blocking of the delete signal at the AND element 315. As a result, the computer for the interface 301 and the periphery (FIGS. 80 and 81) is out of operation.
  • the binary counters 303 to 308 are counted further via the AND element 333. As a result, each binary counter position can be counted and the peripheral control devices of the stops present in the building can be called up.
  • the button 334 is connected to the internal command and acknowledgment line, the button 335 to the call-off and acknowledgment line and the button 336 to the call-up and acknowledgment line. These lines are common to all stops. A corresponding encoder signal for the selected stop can therefore be simulated with these buttons. However, because of the actuation of the switch 330, these encoder signals are not transferred to the control computer 300 and therefore cannot be acknowledged from there. But by simulating the encoder signals, the display device of the selected station is addressed and the displays light up.
  • the shunt resistor 337 is located in the supply line of the display devices of the cabin and the shunt resistor 338 is located in the supply line of the outer panels.
  • the design of the computer is, however, also suitable in order to work with higher-level group controls without changes, neither in the hardware nor in the software.
  • the data exchange between the control computers 300 of the same type, the elevators involved in group operation and the group control computer takes place by known methods of microprocessor technology.
  • the data transfer is carried out internally by the microprocessor from the program sequence, the functional conditions being taken into account by logical and conditional decisions of the program.
  • the external calls to be processed by the control computer 300 of an individual elevator are contained in the preprocessing registers assigned to the associated processing side (FIG. 3), irrespective of whether these are caused by an external call via an interface 301 or by a higher-level group control computer were entered.
  • the information contained in the respective preprocessing registers is orodered into the associated processing register.
  • separate internal command processing which acts selectively on the associated cabin door side, is possible via each of the three possible interfaces 301.
  • the contents of the three internal command preprocessing registers containing the internal commands to be carried out are reeded into the internal command processing register. With this information transfer, it is possible for the contents of registers P1 to P of the stop-dependent special functions to influence the processing of internal commands.
  • the elevator When a so-called key switch travel is requested, the elevator only reacts to the internal commands when the key switch is actuated in the cabin, while the outside calls are suppressed. This suppression or cancellation of the landing calls can be achieved by influencing the up and down input, intermediate, preprocessing and processing registers which are connected to the "key switch cabin" switch.
  • the function "deletion of the internal commands”, which is often used in conjunction with the load-dependent internal command deletion, is also used to avoid a system-dependent intervention in the internal programming of the control computer, in which the program processing is carried out by determining the number of available ⁇ the internal commands initiated, for example, if the
  • 25 shows a top view of an elevator system with a three-door car, as is also the case with the earlier and others. 3 corresponds to the arrangements explained. Depending on the possible number of three cabin doors, three cabin panels for a selective cabin door opening should also be possible, depending on the operating side. In the case of a selective car door opening, the previous condition that a car door only opens when a landing door is also present, which can be seen in terms of control 5 by the presence of a switching flag 7, is also accompanied by the requirement that the relevant stop approach by an internal command or outside call was triggered on the corresponding operating side.
  • a cabin with three doors can also be operated with only one or two cabin panels, so that the problem of a selective door opening only exists for a few stops or u. U. completely eliminated.
  • the latter is the case, for example, when the three operating sides of the elevator have different spacing between stops and, accordingly, there is only one shaft door for each operating side and half-parts.
  • the short stop distances mentioned at the beginning, at which the entry areas of two shark points overlap, can also occur here.
  • the cabin is only equipped with a cabin panel 400.
  • the selective door opening only applies to five of two of the three possible operating sides, while the cabin door on the third side always opens non-selectively when a shaft door is present.
  • the cabin is only equipped with two cabin panels 400.
  • 1 ⁇ computer 300 can be fulfilled by the program without any system-specific influence, if it can recognize how many cabinets there are in the cabin. This recognition possibility is given by the control computer 300 and the partially reproduced interfaces 301. As a supplement to the Eriäu-
  • the cabin panels also contain the circuit 370, which is actuated by the delete signal and which gives a signal via the diode 371 at the time of the delete to the inner command line common to all holding parts. Since the deletion time is defined for each interface and no stop processing can take place during this time, a signal at this point in time for the control computer clearly shows that a car board is connected to this interface. The control computer can therefore adapt itself automatically to the respective task 5 on the basis of the predetermined criteria, which have already been explained, without the need for individual system processing.
  • the interface 301 corresponds to that explained with FIG. 27 and the service options listed there also apply to it.
  • the associated landing call panels 400 have also already been explained with FIG. 24.
  • the call information contained in the two takeover registers also serves to influence the individual elevators belonging to the elevator group. This is influenced by group optimization. This is done via corresponding connection options for exchanging information from the individual elevators to the group and vice versa. This is also used to transfer the information about calls to be carried out into the preprocessing registers of the controls of the individual elevators. The information about the states of the individual elevators, where they are, and whether they can accept calls (none
  • FIG. 27 illustrates the possible uses of the devices described so far.
  • a building section is indicated schematically, which is served by a group of 4 elevators AI, A2, A3, A4.
  • the elevator A 1 of this group should be such that its cabin is also suitable for load transportation. This is indicated by the wider doors 150.
  • the lifts A2 to A4 are passenger lifts.
  • the group calls relating to the group arrive at the group control computer 500 via the two interfaces 301. From this, the trips necessary for handling the group calls are distributed to the individual elevators of the group. With this traffic handling, the elevator AI, which can also be operated as a freight elevator, works on an equal basis in group operation.
  • the external call transmitters indicated on the left in FIG. 27 are actuated. In such an application, these can be designed as key switches.
  • FIG. 28 shows an arrangement with 5 elevators.
  • Lifts AI, A2 and A3 form group 1 (size 1), lifts A3 and A4 form group 2 (size 2) and lifts A3 and A5 form group 3 (size 3).
  • the elevator A3 is assigned to all three groups. These three groups are accessible from different sides and, moreover, the stop distances in the three building areas can be different.
  • an elevator in several groups is possible in two ways. For example, an elevator can temporarily switch one by switching. be assigned to another group. This encirclement is possible using blocking signals. In another operating mode, the suitably arranged elevators (example of elevator A3 in FIG. 28) work in the same way
  • each of the three possible elevator groups is assigned an up and a down preprocessing register. Furthermore, there is a small, permanently assigned memory area in each control computer 300 for a single elevator
  • the updated group information which i.a. Contain data from the traffic control load and the direction of the traffic flow from the group control computer 500 to all control computers connected to it for a single elevator 300 in the memory area allocated for this group.
  • Each group control computer 500 can, however, access the memory area not assigned to it in each of the control computers 300 connected to it with the information from other groups.
  • the information stored in the preprocessing registers of other groups is also accessible to him.
  • each group control computer 500 can recognize whether an elevator is assigned to it, which is still involved in the handling of traffic by other groups, and how the traffic nuisance
  • the elevator or lifts which are involved in the traffic handling of several elevator groups at the same time, can always be used automatically in such a way that they relieve the more heavily loaded group and, in this traffic handling, calls which are particularly favorable for this elevator can be used for other calls Take over groups.
  • the elevator A3 which works together with three groups, has doors on three sides of the car, which are assigned to different building areas.
  • the present system also works when the different elevator groups can only be accessed from one side of the building.
  • the elevator systems can be automatically adapted to the entire traffic volume without a higher-level coordination facility is required.
  • the search registers can be counted at a speed which allows the microprocessor's computing speed to be carried out when the program runs which are otherwise necessary are carried out Counting speed of the search register is much lower when determining the driving speed.
  • the basic equipment of the present microprocessor control with corresponding supplementary modules is also intended to modernize already existing elevator systems with controls in relay technology or normal electronics.
  • the microprocessor control then works as a supplement to the existing copying unit and, together with the use of a suitable drive controller, serves to increase the driving comfort and the traffic performance of the existing and still operating systems.
  • the program for speed determination is switched over by finding an outside call or an internal command through the associated search program, and when using a conventional external control, in the case of modernization, the speed determination is activated by a direction signal from this control .
  • speed of the elevator drive is important. This setting can be made either in metric units or in plant path units WE.
  • the double adjustable delay path is the criterion for whether the distance between the stop in which the cabin is located and the stop to be reached can be traveled at the nominal speed or whether the possible speed can be calculated.
  • the stop counter contains, directly or indirectly, the memory address of the level value of the stop parts in which the cabin is located.
  • each of the two search registers must consist of both a register for the 1 out of n code and a register for the dual count - is in transmit the search register available for this direction of travel.
  • the loaded search register is then incremented in the direction of travel.
  • the single bit in the 1 out of n code register is shifted up one position and a one is added to the associated dual numerical value, and in the case of the downward travel direction, the single bit in the 1 out of n code register is shifted down one position and a one is subtracted from the associated dual numerical value.
  • a counter pulse in the corresponding counting direction for the already existing counter copying unit of the system to be modernized is generated by means of a supplementary module required for this spent.
  • OMPI generate if the outer copy counter finds an inside command or an outside call in the corresponding direction of travel. In the present case, it is assumed that neither an internal command nor a corresponding external call is found.
  • the distance to be traveled is shorter than the distance between the parts to be traveled at the nominal speed.
  • Half of the determined distance between the holding parts in which the cabin is located and the holding parts to be approached is stored as a deceleration distance for the present journey.
  • the maximum possible travel speed which in this case is less than the nominal speed, is calculated from the distance to be traveled, and output to the control of the elevator drive as a voltage proportional to the travel speed via a digital-to-analog converter.
  • the stop counter is counted further each time a stop position is passed.
  • the counting of the search register is retained since a delay initiation signal is already present.
  • the stop counter When traveling at the nominal speed, at which the parts to be approached are not yet recognized at the start of the cabin, as in the previous example, when passing a stop-flush position, the stop counter is counted further by one count. In parallel with these counts, the
  • OM counted search registers incremented by one position, until an internal command or a corresponding external call is found, which results in the generation of a delay initiation signal.
  • the existing delay initiation signal prevents the search register from being subsequently counted.
  • its counting corresponds to that of the search register.
  • two search registers are present in the control system described above, one for the upward and one for the downward travel direction.
  • the call Sucre done in quick counting sequence simultaneously on both Rufraumsbeat.
  • only one search register works, namely that for the direction of travel, for which an operation is required.
  • the counting ie the pre-counting at the end of the stop for determining the vehicle speed, then takes place much more slowly than in the previous search counting, since the generation of a delay initiation signal must be awaited for each counting that has taken place.
  • FRE occurs during the journey
  • a single register can also be used, which can be counted upwards or downwards, depending on the direction of travel , and which, in addition to counting in the 1 out of n code, must also have a dual counting register due to the call of the level value of the destination stop in the level memory.
  • the numerical entry path for this vehicle speed is added to the current path or level count of the cabin movement and the sum thus obtained is directly or indirectly from the non-volatile with the level value of the destination stop, the mean of the dual count value of the search register Level memory is read, compared. If there is a match, the elevator deceleration is switched on. This comparison should extend to at least two adjacent numerical values, since due to the previous requirement that no O-level counting may occur, there may be a system-related error from a system unit WE.
  • the entry distance to be added to the level value of the cabin in the direction of upward travel is the entry distance that can be set numerically at switches at the nominal speed and half that obtained when the search register is pre-counted at travel speeds that are lower than the nominal speed.
  • OMPI -H9- the stored distance between the cabin level and the level of the destination station.
  • FIG. 29 shows, symbolically indicated, four decimal rotary switches 550 at the top right for setting the deceleration path for the nominal speed.
  • the designation D means decimally adjustable rotary switches and the powers indicate the decimal places.
  • the setting is made in the decimal system, while the internal processing in the control computer 300 is carried out in the dual system. For this reason, a conversion of the decimal setting into a corresponding dual numerical value must still be carried out within the control computer.
  • a scale factor is present in the processing program, which was originally set to 1, so that the numerical values set on the switches 550 relate to the system path units
  • Segment disc 30 and the segment arrangement already a plant path units WE in the near centimeter range is possible.
  • a ruler 552 or 553 is installed in the shaft before the adjustment. This is a dimensionally stable, long switching flag that actuates a switch 81 (Bk) or 554 when the cabin drives past. As with the determination of the entry path, the number of system path units WE is counted for the duration of the switch actuation. The scale factor of this system is determined from this count at the end of the adjustment run and in
  • OMPI a non-volatile memory 551 instead of the original 1.
  • the delay path that can be set at the rotary switches 550 is a metric value for the nominal speed of the system. Since no correction is possible with this length measurement, the longer the ruler (switch flag) 552 or 553, the smaller the measurement error (counting error).
  • Systems can reserve the setting of the rotary switch 550 in system travel units WE.
  • the ruler 553 can be made much longer since it can be attached to places in the shaft where there are no obstructions in the length dimension, such as shaft doors, etc. It is therefore particularly suitable for fast systems. However, there is a switch 554 used only for this purpose, for counting the linear length. Since a system-specific influence on the control computer 300 is to be excluded, only two ruler lengths come into consideration for a control system of the type present here. A typical length for a 552 ruler could be 2 m and a 553 ruler could be 10 m.
  • FIG. 29 also shows the setting modules which have to be provided to supplement a conventional control for the modernization case.
  • the delay initiation signal is generated while driving or even before the start.
  • An important piece of information for operating elevators in a group is the length of the delay path for the nominal speed of the individual systems on a comparable scale, for example. metric. This is of particular interest if they have different nominal speeds.
  • the elevator 1 which is also designed as a freight elevator, could have a lower nominal speed than the elevators 2 to 4. Therefore, the delay path at the nominal speed is part of the information given to the group control computer 500 by the individual elevators become. This also enables a computational optimization of the traffic handling.
  • the stop distance ⁇ to be traveled through must be less than twice the delay path for the nominal speed that can be set on the rotary switches 550 (FIG. 29).
  • I Q pass preprocessing register Rather, depending on the direction of travel, these are loaded into the co-directional positions of the end stops of the preprocessing register.
  • this call transfer is referred to as indirect transfer. This sets the cabin in motion.
  • the group computer also contains the station level values of the system. In principle, a table with the level values of each stop would be sufficient. However, since with 0 elevator groups, not all elevators can always operate all stops and sometimes not all elevators have landing doors, it is useful if the operable stops of each elevator belonging to the group are available in a table in group calculator 500. 5
  • the holding parts are continuously shown in the left column as a decimal number and next as a binary number, while on the right the assignment of, for example, 4 lifts A 1 to A 4 combined to a group control is shown.
  • the table is limited to 14 (16) stops and 4 elevators for reasons of illustration.
  • top and bottom storage positions of an elevator must be assigned zeros (-00).
  • the stop positions above the top stop of an elevator are also assigned zeros (-00).
  • This entry table is organized as if the first stops of the elevators involved in group operation were on one building level. In practice, however, this is often not the case.
  • An obvious requirement for a tabular elevator system model is that the entrance stops (E) of the elevators involved in the group operation are on one building level. This specification is dependent on the stops to be explained Special functions position P1 possible for each individual elevator.
  • the processing table (FIG. 31) of the group computer 500 contains a model of the elevator group that is automatically determined by the individual assemblies of the control system and that reproduces the exact system configuration even with irregular arrangements, with the stop level widths in metric units.
  • a model of the elevator group that is automatically determined by the individual assemblies of the control system and that reproduces the exact system configuration even with irregular arrangements, with the stop level widths in metric units.
  • deceleration paths for the nominal speed that can be set on rotary switches 550 also make it possible to change the acceleration and deceleration values very easily when elevator systems are in operation.
  • the control-technical adaptation to the new conditions takes place completely automatically.
  • FIG. 32 clearly shows the interaction of the basic equipment of a control computer for a single elevator 300, with the interposition of a supplementary assembly, with a conventional control (modernization case).
  • a so-called external copying unit or a copying unit counter is required, which is symbolized in FIG. 32 by the memory elements 570 to 573 of the counter, which is otherwise not shown in detail.
  • This counter can be counted up and down by the control computer 300. The counting corresponds to that of the search register already explained when determining speed and switching points.
  • FIG. 32 an elevator analogously to the representation in FIG. 1 is shown symbolically in the upper right part, while the signal routing is shown analogously to FIG. 29 in the lower right part and the corresponding input and output lines here are the reference symbols used for the setting symbols in FIG 29 are marked.
  • the counter (570 to 573) is counted in the direction of movement. This takes place until either a corresponding landing call, in Fig. 32 is not shown, or an internal command, this is given by the setting of one of the memories 560 to 563, is found, or until a pre-count has been reached in terms of stops, which corresponds to the max.
  • Driving speed nominal speed can be traversed.
  • the control computer 300 determines the distance to be traveled in each case and the possible maximum speed, which is specified in the form of an analog value of the drive control.
  • Cabin movement by the outer copying unit reaches a counter reading for a stop for which a corresponding landing call, for the sake of clarity is not shown in FIG. 32, or an internal command 560 to 563 is present, the corresponding AND element 565 to 568 Delay initiation signal is generated, which is fed via the OR gate 575 to the control computer 300 and switches it over to determine the switching point for switching on the delay.
  • the delay initiation signal can, either already at the
  • Delay initiation signal is present, the copier counter is continued to be paid when leaving a drive-in area
  • the potentiometer 555 is used to set the length of time that must be waited until the external control can generate a delay initiation signal.
  • Potentiometers 556 and 557 are used to set the count pulse width for the outer copier. This setting is necessary because it can consist of semiconductor counters as well as rotary dials or relay counting chains and therefore an adjustment is necessary.
  • 33 shows an example of a comparison of the travel-speed diagrams with speed stages, as are common in older systems (left diagram), and with calculated driving speeds and switching points (right diagram), such as those for 10 stations the control computer 300 are possible. From this, the increase in traffic performance when modernizing older systems can be recognized directly with the aid of the control computer 300.
  • the counting capacity of the level meter does not have to cover the entire height of the building.
  • the differentiation of the stop count or the search register count enables the counting range to be run through several times. This also results in the maximum possible distance between stops in a system, which must be within the counting range. With a stop distance that exactly corresponds to the counting range of the level counter, a clear distinction between an O distance and the counting range distance is not possible. Therefore, the maximum possible stop distance must be at least 1 smaller.
  • a number of customer-specific control functions for the stop-dependent special functions PO to P4 can be implemented in a simple manner without interfering with the operating software.
  • No connection or an OV signal at the activation input of the position in question means that this function is switched off, i.e. is not in operation.
  • An L signal at the activation input, whether hardwired or switched, means that the function of this position is switched on. I.e. the register assigned to this function is also taken into account in the internal command processing in the computer 300.
  • a passive function does not trigger a separate control process. It generally prevents specified ones from arriving
  • the so-called key switch trips belong in this area.
  • Key switch can be approached. Actuation of the key switch switches off the activation input of the relevant position. If the key switch is not activated, i.e. when locked
  • the information content of the associated interior command preprocessing register with the inverted content of the addressed register for the stop-dependent special functions (PO to P4) is subjected to an AND function, so that interior commands for the blocked stops are omitted or not in the interior comm ⁇ command processing registers are transferred.
  • This subheading also includes the previous requirement to design the switching flags for the special functions dependent on the shipping company a little longer than the switching flags 7.
  • An active function is a mode of operation that automatically triggers driving commands for the elevator. In general, only one stop is specified in the escape line associated with the respective position (Pl to P4).
  • the elevator systems can be adapted to special customer requirements without the need to influence the operating software. As some examples will show later, the work required for this can also be carried out by personnel who have no particular knowledge of microprocessor technology.
  • Position P1 has a special position compared to the other positions. It serves to specify the input holding parts. Here, only a marking in the associated shaft alignment line is possible. For elevator groups, the associated individual
  • OMP 1 lift to mark the entrance stop, even if the associated connections are not connected.
  • the marking of the entry stop which is transferred to the associated position of the entry path memory during the adjustment run, is transferred to the group control computer 500 in the case of group controls c.
  • This information is used for automatic leveling of the stop of the elevator group without the need for special software changes or manipulations. This is especially then
  • position P1 can also perform other tasks for the single elevator related to the entrance stop
  • Figs. 34 u. 35 indicates the wiring of the connections, which is to be applied for position P 1 as a special function for the door opening if different door times are desired.
  • the figures in only schematically reproduces the connections that trigger an automatic approach to the entrance stop after the elevator is free (entrance stop as a parking stop).
  • the 6 connections shown in detail show the connection 5 An for the activation for the delay, P the assignment of the passive holding part identifier, A the assignment for the active one, which in this case is then assigned an "L”, E the input stop Identification and the connections SA signal output and SE signal input. 0
  • connection "SA" (signal output) is connected directly to the connection SE (signal input) as indicated in Fig. 34
  • the door time in the input stop should be the normal one. If a time delay Z, as shown in FIG. 35, is switched between these connections 5, the door time in this stop becomes longer in accordance with the delay.
  • the microprocessor recognizes this during the setting phase and registers this for the one to be controlled
  • Fig. 36 shows in an analogous example a connection example for the use of a stop-dependent special function P 2 to P 4 as a parking shark testetle.
  • the individual connections are labeled and assigned analogously.
  • Only one parking stop can be realized with one position. However, by using several switchable positions, several parking stops can be made possible for one elevator.
  • FIG. 37 indicates the use of a stop-dependent special function for carrying out priority or direction trips.
  • the sound system is marked in the same way.
  • only the part relating to the stop-dependent special function is shown, which causes the cabin to approach the stop specified by a flag in the shaft and, if it is not used, remains there for a predetermined time with the door open.
  • With a P position only the priority or directional trip for a stop can be realized. If these journeys are desired for several holding parts, then correspondingly more positions are to be used, the activation inputs of which are then actuated accordingly.
  • there is a timer between the "signal output" connection which only delivers a signal when the car is in the relevant stop, and the "signal input" connection Z to switch.
  • the stop-dependent special functions can also be used to carry out so-called operational journeys. This is to be understood as the shutdown circuit, the emergency power circuit and the fire brigade circuit.
  • an out-of-operation circuit for switching off the elevator in a specific holding point can be identified without having to enter the machine room.
  • a stop can be, for example, the entrance stop or the head office with the caretaker's apartment.
  • the computer With an emergency power circuit, the computer, the elevator, which has stopped at any point in the shaft in the event of a power failure, can be put into operation again after the emergency power generator has been switched on, in order to put it out of operation at a predetermined stop.
  • the switch When the key switch is operated, the switch is only given permission to drive to normally blocked stops if the associated internal command transmitters are actuated.
  • This can be, for example, stops with technical equipment such as air conditioning, power supply, etc., which are only accessible to the technical staff and the caretaker, or also stops with vaults at banks.
  • the division of the Regulation when using controlled drives is also carried out automatically by means of the control computer by means of a commissioning trip before the setting trip.
  • the control computer is switched over to the automatic analysis of the controlled system and the determination of the control parameters and the division of the controller after the completion of the elevator before the commissioning drive.
  • the commissioning trip should. be carried out with a closed control loop.
  • several methods are suitable.
  • the frequency characteristic curve method is preferred because of the stress on the slide and the ability to assess the control stability and the possibility of determining and improving the control division.
  • FIG. 38 shows a basic overview of the use of the control computer 300 as a frequency response analyzer and for determining the controller setting values and their automatic setting on the controller during the commissioning trip.
  • this controller is only a speed controller provides, although in practice there is generally a subordinate armature current or armature voltage regulation. For the same reason, the three-phase drive motor of the direct current generator 600 is not shown.
  • the part of the control computer 300 required for the analysis of the control section and for the control setting is parallel to the control section and to the control during the commissioning run.
  • the input or test signal which is supplied to the control by actuation of the switch 601 instead of the normal setpoint SW, can either be generated by the control computer itself or can be input as an external signal.
  • the input or test signal is output to the control system via the digital-to-analog converter 602, while in the case of third-party generation, the same is accessible to the control computer by means of the dashed-line analog-to-digital converter 603.
  • the actual value signal of the tachodynamo 605 which is influenced by the characteristic properties of the controlled system, is accessible to the control computer for evaluation via the analog-digital converter 604 and also the control deviation via the analog-digital converter 606.
  • the corresponding signal paths must be provided in the same way.
  • a setpoint which corresponds approximately to that of the inspection trip and on which the input or test signal is superimposed, is given to the controller. Due to the closed control loop and the automatic adjustment of the controller during commissioning, which is carried out in both directions of travel due to the different load conditions, empty load in the upward direction and full load in the downward direction when the cabin is empty, the effect of a determined controller setting can be immediate checked and improved if necessary. With a suitable one-part strategy specified by the program, which is based on the approximate determination of the controller setting values and their variation with subsequent success monitoring, the control system looks for the possible optimum itself control to the building
  • OMPI can be carried out.
  • the controller sub-values determined by the control computer are output to the drive controller via the digital-analog converters 607 and 608 for automatic adjustment in order to improve the control behavior during commissioning.
  • the controller single potentiometers are equipped with motorized drives 609 and 610, which use the tracking amplifiers 611 and 612 and the position feedback potentiometers 613 and 614 to make the settings specified by the digital analog converters 607 and 608.
  • contactless potentiometers can also be used. These can consist, for example, of magnetically controllable resistors, the resistance of which is determined by the current of the associated digital / analog converter. In this case, the control current must also be available during normal operation. It is therefore necessary to load the digital-to-analog converter during switch-on initialization with the values determined during the commissioning run and stored in the non-volatile memory area.
  • control values determined by calculation during commissioning are contained in numerical form in the non-volatile memory area, it makes sense to include the control as a digital control in the area of responsibility of the control computer 300. 39 shows an overview of this. As can be seen from this
  • control computer 300 processes the computer in order to determine the leveling level values of the driving speed and also the switching points for switching on the deceleration, travel distances in system path units WE, it is expedient to also determine the setpoint for the drive control internally in the control computer in the same way.
  • the changing signal which is required during the start-up drive to determine the control parameters, as in the normal operating drives, is generated and further processed in the control computer.
  • the measuring points detected by the analog-to-digital converters • 604 and 606 are internally accessible for determining the controller setting values.
  • the function of the drive controller runs internally in the control computer, taking into account the controller setting values determined during the commissioning trip and available in the non-volatile memory area, only the output signal of the digitizer-analog converter 621 is present as a signal for influencing the actuator 620.
  • the actual value signal is fed to the control computer 300 via the analog-digital converter 622.
  • FIG. 40 shows a route-dependent journey for the nominal speed, determined with the aid of the control computer or the co-processor. This corresponds to that in the upper one Acceleration or deceleration shown in the curve area and the acceleration or deceleration shown in dashed lines in the lower area of the deceleration path at the nominal speed set on the switches 550 (FIG. 29).
  • This delay path is subdivided into a delay and delay change component in such a way that there is an optimum between the driving sensation and the traffic performance of the elevator.
  • Decelerations and deceleration changes in the upward direction are more sensitive than decelerations and deceleration changes in the downward direction and accelerations and acceleration changes in the upward direction (FIG. 40). Therefore, in systems with a path-dependent drive target value determination that u. U. carried out by a co-processor module, an increase in the traffic performance of the elevator in such a way that the acceleration and deceleration direction and the acceleration and deceleration change, to which a person is less sensitive, is traversed with increased values (Fig. 40 lower diagram part).
  • the deceleration distance set at the switches 550 applies to the longer acceleration or deceleration distances. This is indicated in the diagram of Figure 40 above.
  • the shorter deceleration distance such as occurs for the deceleration in the down-travel direction and for the acceleration in the up-travel direction, is indicated in the diagram of FIG. 40 below.
  • the values on which the acceleration and the change in acceleration of the longer deceleration distance are based are multiplied by a factor which, for example, reflects the difference in human sensation for the acceleration and the change in acceleration for the up and down directions of travel.
  • the resulting shorter acceleration or deceleration distance is then used in the present application to determine the driving speed and also the switching point for switching on the deceleration.
  • Speed determination in which the double deceleration distance set on the switches 550 (FIG. 29) was used as the distance from which the nominal speed can be driven, in the present method the same results from the sum of the values on the switches 550 (FIG. 29) set delay path and the shortened delay path. The same applies to the determination of the switching point for switching on the delay.
  • the deceleration path set at the switches 550 (FIG. 29) is added to the level value of the cabin that changes with the movement, while in the down-traveling direction the shortened deceleration path is subtracted therefrom.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Indicating And Signalling Devices For Elevators (AREA)

Abstract

Système de commande pour dispositifs élévateurs, comportant au moins une mémoire permanente, où sont mises en mémoire les valeurs de comptage, qui correspondent aux distances parcourues chaque fois et qui sont obtenues lors d'un parcours de mise au point, afin de pouvoir déterminer et transmettre pendant le fonctionnnement les parcours de temporisation nécessaires aux différents arrêts sélectionés. Conformément à la présente invention est prévue un processeur de commande, de préférence sous la forme d'un microprocesseur, possèdant au moins une mémoire permanente supplémentaire pour stocker toutes les particularités spécifiques au dispositif en plus des valeurs de mise à niveau des differents arrêts déterminés lors de la phase de mise au point, ainsi que les parcours d'approche et les autres fonctions spéciales dépendant des arrêts. Toutes ces fonctions sont analysées par le processeur de commande pendant le fonctionnement normal.
PCT/DE1984/000006 1983-01-11 1984-01-11 Systeme de commande pour dispositifs elevateurs WO1984002697A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE8484900496T DE3466379D1 (en) 1983-01-11 1984-01-11 Control system for elevator devices
AT84900496T ATE29866T1 (de) 1983-01-11 1984-01-11 Steuerungssystem fuer aufzugsanlagen.

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE3300639 1983-01-11

Publications (1)

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WO1984002697A1 true WO1984002697A1 (fr) 1984-07-19

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ID=6188017

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Application Number Title Priority Date Filing Date
PCT/DE1984/000006 WO1984002697A1 (fr) 1983-01-11 1984-01-11 Systeme de commande pour dispositifs elevateurs

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EP (1) EP0163642B1 (fr)
DE (2) DE3466379D1 (fr)
WO (1) WO1984002697A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0572229A1 (fr) * 1992-05-26 1993-12-01 Otis Elevator Company Groupe d'ascenseurs à variation cyclique
DE102007049548A1 (de) * 2007-10-16 2009-04-23 Franz Xaver Meiller Fahrzeug- Und Maschinenfabrik - Gmbh & Co Kg Aufzuganordnung und Verfahren zum Betrieb eines Aufzugs
CN113727930A (zh) * 2019-05-07 2021-11-30 因温特奥股份公司 用于检测和处理电梯设备的电梯数据的方法

Citations (11)

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Publication number Priority date Publication date Assignee Title
US3236332A (en) * 1961-09-19 1966-02-22 Toledo Scale Corp Elevator control including means to select most favorable car to exclusively serve apriority call
DE1756946A1 (de) * 1967-08-08 1970-11-12 Inventio Ag Verfahren zur Steuerung eines Aufzuges fuer grosse Fahrgeschwindigkeit und Steuereinrichtung zur Durchfuehrung des Verfahrens
US3750850A (en) * 1972-05-17 1973-08-07 Westinghouse Electric Corp Floor selector for an elevator car
US4037688A (en) * 1974-09-04 1977-07-26 Westinghouse Electric Corporation Elevator system
FR2349168A1 (fr) * 1976-04-20 1977-11-18 Maschf Augsburg Nuernberg Ag Dispositif permettant d'etablir des points de commutation electrique pour organes d'arret equipant notamment des installations de transport
US4155426A (en) * 1978-05-05 1979-05-22 Westinghouse Electric Corp. Digital speed pattern generator
GB2037014A (en) * 1978-12-12 1980-07-02 Inventio Ag Switch-over equipment for a lift group
EP0026406A1 (fr) * 1979-09-27 1981-04-08 Inventio Ag Commande d'entraînement pour un ascenseur
EP0031721A2 (fr) * 1979-12-27 1981-07-08 Otis Elevator Company Procédé et dispositif de commande du mouvement d'une porte d'ascenseur
EP0032213A2 (fr) * 1979-12-21 1981-07-22 Inventio Ag Commande d'un groupe d'ascenseurs
US4354577A (en) * 1980-06-18 1982-10-19 Mitsubishi Denki Kabushiki Kaisha Speed instruction generating device for elevator

Patent Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3236332A (en) * 1961-09-19 1966-02-22 Toledo Scale Corp Elevator control including means to select most favorable car to exclusively serve apriority call
DE1756946A1 (de) * 1967-08-08 1970-11-12 Inventio Ag Verfahren zur Steuerung eines Aufzuges fuer grosse Fahrgeschwindigkeit und Steuereinrichtung zur Durchfuehrung des Verfahrens
US3750850A (en) * 1972-05-17 1973-08-07 Westinghouse Electric Corp Floor selector for an elevator car
US4037688A (en) * 1974-09-04 1977-07-26 Westinghouse Electric Corporation Elevator system
FR2349168A1 (fr) * 1976-04-20 1977-11-18 Maschf Augsburg Nuernberg Ag Dispositif permettant d'etablir des points de commutation electrique pour organes d'arret equipant notamment des installations de transport
US4155426A (en) * 1978-05-05 1979-05-22 Westinghouse Electric Corp. Digital speed pattern generator
GB2037014A (en) * 1978-12-12 1980-07-02 Inventio Ag Switch-over equipment for a lift group
EP0026406A1 (fr) * 1979-09-27 1981-04-08 Inventio Ag Commande d'entraînement pour un ascenseur
EP0032213A2 (fr) * 1979-12-21 1981-07-22 Inventio Ag Commande d'un groupe d'ascenseurs
EP0031721A2 (fr) * 1979-12-27 1981-07-08 Otis Elevator Company Procédé et dispositif de commande du mouvement d'une porte d'ascenseur
US4354577A (en) * 1980-06-18 1982-10-19 Mitsubishi Denki Kabushiki Kaisha Speed instruction generating device for elevator

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0572229A1 (fr) * 1992-05-26 1993-12-01 Otis Elevator Company Groupe d'ascenseurs à variation cyclique
DE102007049548A1 (de) * 2007-10-16 2009-04-23 Franz Xaver Meiller Fahrzeug- Und Maschinenfabrik - Gmbh & Co Kg Aufzuganordnung und Verfahren zum Betrieb eines Aufzugs
CN113727930A (zh) * 2019-05-07 2021-11-30 因温特奥股份公司 用于检测和处理电梯设备的电梯数据的方法
CN113727930B (zh) * 2019-05-07 2023-05-30 因温特奥股份公司 用于检测和处理电梯设备的电梯数据的方法

Also Published As

Publication number Publication date
DE3490005D2 (en) 1985-02-07
EP0163642B1 (fr) 1987-09-23
DE3466379D1 (en) 1987-10-29
EP0163642A1 (fr) 1985-12-11

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