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EP3224175B1 - Procédé permettant de faire fonctionner une installation d'ascenseur et installation d'ascenseur conçue pour mettre en uvre le procédé - Google Patents

Procédé permettant de faire fonctionner une installation d'ascenseur et installation d'ascenseur conçue pour mettre en uvre le procédé Download PDF

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Publication number
EP3224175B1
EP3224175B1 EP15791306.2A EP15791306A EP3224175B1 EP 3224175 B1 EP3224175 B1 EP 3224175B1 EP 15791306 A EP15791306 A EP 15791306A EP 3224175 B1 EP3224175 B1 EP 3224175B1
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EP
European Patent Office
Prior art keywords
car
cars
stop
travel
stop point
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP15791306.2A
Other languages
German (de)
English (en)
Other versions
EP3224175A1 (fr
Inventor
Eduard STEINHAUER
Matthias Glück
Bankole ADJIBADJI
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
TK Elevator Innovation and Operations GmbH
Original Assignee
ThyssenKrupp AG
ThyssenKrupp Elevator AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ThyssenKrupp AG, ThyssenKrupp Elevator AG filed Critical ThyssenKrupp AG
Publication of EP3224175A1 publication Critical patent/EP3224175A1/fr
Application granted granted Critical
Publication of EP3224175B1 publication Critical patent/EP3224175B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
    • B66B1/2408—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration where the allocation of a call to an elevator car is of importance, i.e. by means of a supervisory or group controller
    • B66B1/2466—For elevator systems with multiple shafts and multiple cars per shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/0006—Monitoring devices or performance analysers
    • B66B5/0018—Devices monitoring the operating condition of the elevator system
    • B66B5/0031—Devices monitoring the operating condition of the elevator system for safety reasons
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/34—Details, e.g. call counting devices, data transmission from car to control system, devices giving information to the control system
    • B66B1/3415—Control system configuration and the data transmission or communication within the control system
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/34—Details, e.g. call counting devices, data transmission from car to control system, devices giving information to the control system
    • B66B1/3415—Control system configuration and the data transmission or communication within the control system
    • B66B1/3446—Data transmission or communication within the control system
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B9/00—Kinds or types of lifts in, or associated with, buildings or other structures
    • B66B9/003—Kinds or types of lifts in, or associated with, buildings or other structures for lateral transfer of car or frame, e.g. between vertical hoistways or to/from a parking position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B9/00—Kinds or types of lifts in, or associated with, buildings or other structures
    • B66B9/10—Kinds or types of lifts in, or associated with, buildings or other structures paternoster type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B2201/00—Aspects of control systems of elevators
    • B66B2201/30—Details of the elevator system configuration

Definitions

  • the invention relates to a method for operating an elevator system comprising a shaft system and at least three cars, which is designed for separate movement of the cars at least in a first direction of travel and in a second direction of travel.
  • the at least three cars are each moved separately in a subsequent operation.
  • a stop point at which the car can stop if necessary is continuously predicted for each car, at least for one direction of travel.
  • Such an elevator system is, in particular, an elevator system which comprises a shaft in which several cars can be moved separately. In particular, at least one other car can be moved above and below at least one car.
  • this method of several cars essentially independent of one another in a shaft is a follow-up operation in the sense of the present invention.
  • such an elevator system is, for example, from the document EP 1 562 848 B1 known.
  • an elevator system mentioned at the outset is, in particular, an elevator system with a shaft system comprising a plurality of shafts, wherein the elevators can be operated as a subsequent operation, in particular in a circulating mode.
  • the method in a subsequent operation is carried out in such a way that several cars are moved upwards together in at least one shaft of the shaft system, are moved from this shaft into at least one further shaft and are moved downwards together in this at least one further shaft.
  • Such an elevator system is in the prior art, for example, from the publication EP 0 769 469 B1 known.
  • the US 2013/0299282 A1 discloses an elevator system with two cars, which are moved in a common shaft. To prevent a collision between the two cars, a stop position between the two cars is determined for each car. A stop position represents the position in the shaft at which the car comes to a stop if braking is initiated. If the two cars move towards each other, the closest stop positions of the cars must always be at a positive distance from each other.
  • each car also have its own safety module in addition to its own drive.
  • This safety module can trigger braking processes both in the corresponding associated car and in adjacent cars.
  • the safety module calculates the necessary braking behavior of the cars from the current driving data of all the cars in the elevator system.
  • EP 0 769 469 B1 proposes to work with a dynamic elevator model.
  • the present invention to improve a method for operating an elevator system comprising a shaft system and at least three cars, in particular to the extent that possible collisions of cars can be detected at an early stage, the detection advantageously being able to be implemented by means of a decentrally designed safety system should be.
  • the data volume to be transmitted should preferably be as small as possible.
  • the method should be easily transferable to elevator systems of different designs.
  • a method for operating an elevator system comprising a shaft system and at least three cars, which is designed for separate movement of the cars at least in a first direction of travel and in a second direction of travel, the at least three cars in each case moving separately in a subsequent operation and a stop point at which the car can stop if necessary is continuously predicted for each car, at least for one direction of travel.
  • the distance between the predicted stop points of adjacent cars to one another is determined continuously, the elevator system being switched to a safety mode when a negative distance between the stop points is determined.
  • the elevator system comprises at least one linear motor as the drive system, which enables the cars to be moved separately.
  • the cars can be moved largely independently of one another in the shaft system, taking into account the other cars.
  • the cars can be moved up and down and are thus designed to move in at least a first direction of travel and in a second direction of travel.
  • the hoistway system of the elevator installation comprises a plurality of manholes, the cars being able to be moved between the manholes via connecting manholes, lateral directions of travel in particular are provided as further directions of travel.
  • the method has the particular advantage that the stop point is calculated continuously, that is essentially continuously, for each car for the at least one direction of travel.
  • This stopping point provides information, in particular, about where this car would come to a stop or stop when braking, in particular emergency braking.
  • Operating parameters of the other cars, in particular driving parameters of the other cars advantageously need not be taken into account when determining the stop points.
  • a risk of collision can advantageously be reliably identified.
  • advantageously only stop points are transmitted and in particular no further car-related operating parameters, so that the amount of data to be transmitted is advantageously small. Since it is provided in particular that only the stop points of adjacent cars are compared with one another, the amount of data to be transmitted is advantageously further reduced.
  • a current stop point for a direction of travel of a car is, in particular, the distance that the car needs to stop in this direction of travel, in particular the predicted braking distance.
  • the distance is preferably a safety distance, preferably a fixed one Safety distance, so that the stopping point is further away from the car.
  • the distance between the car and the stop point also changes for each direction of travel. In particular, the speed at which a car is moved also increases the distance from the corresponding stop point to the car.
  • the minimum distance between two adjacent cars can depend on several operating parameters, in particular the current position of the cars in the shaft system, the speeds of the cars, the accelerations of the cars, the payloads of the cars and / or the states of the brakes cars.
  • these operating parameters are advantageously only recorded individually for each car, in order to determine the respective stop point for each car for the at least one direction of travel from these operating parameters.
  • the elevator system is advantageously switched to a safety mode, in particular in the corresponding one neighboring cars, the stopping points of which are at a negative distance, are braked and thus brought to a stop, in particular by triggering safety devices in these cars.
  • negative distance denotes the case that the stopping point of a car in question is further away from the car in question than the stopping point of an adjacent car, in particular a preceding or following car. Whether the distance is actually negative in the sense of a negative number depends on the reference system used. For example, a "negative distance" in a corresponding reference system can also be expressed by a positive number.
  • the method can advantageously be used in particular for both horizontal and vertical movements of the cars.
  • the proposed method also provides for rapid detection of possible collisions between adjacent cars.
  • the stopping point of each car is predicted, assuming that at least one safety device of the elevator installation intervenes at the latest.
  • the method is thus advantageously designed to be conservative.
  • the distance between adjacent cars is sometimes greater than is absolutely necessary, but a collision between adjacent cars is reliably prevented.
  • Safety devices of the elevator system are, in particular, braking devices, such as safety devices for the cars and / or braking devices provided by the drive system. If the drive system of the elevator installation comprises at least one linear drive, the section-by-section shutdown of a line of the linear drive is also provided as intervention by at least one safety device.
  • a further advantageous embodiment of the method according to the invention provides that the stop points are each predicted on the assumption of a worst-case scenario in order to reliably prevent a collision between adjacent cars in any case.
  • the stopping point is predicted by each car on the additional assumption that the respective car is accelerated with the maximum possible acceleration on the part of the elevator system before the at least one safety device of the elevator system intervenes.
  • the stopping point in the direction of travel "up” is thus more advantageously predicted on the assumption that the car is first accelerated in the direction of travel "up” and then by a Intervention of at least one safety device is brought to a stop.
  • the stop point in the direction of travel "below” is advantageously predicted on the assumption that the car is first accelerated to a maximum in the direction of travel “below” and is then brought to a stop by intervention of at least one safety device. Due to the gravity acting on the car, which is advantageously taken into account in the prediction of the stop points, the distance of the stop point in the direction of travel "up” to the upper end of the car is less than the distance of the stop point in the direction of travel "down” to the lower end of the car.
  • a first stop point is predicted for each car for the first direction of travel and a second stop point is predicted for each car for the second direction of travel, so that two stop points are continuously predicted for each car.
  • at least one upper stop point for the “upward” direction of travel and one lower stop point for the “downward” direction of travel are predicted for each car.
  • the distance from the first stop point of this car is advantageously increased determined the second stop point of the first car, in particular in order to be able to determine a risk of collision of this car with the first car.
  • the distance from the second stop point of this car to the first stop point of the second car is advantageously determined, in particular in order to be able to determine a risk of collision of this car with the second car.
  • an upper stop point and a lower stop point are continuously predicted for each car in a vertical shaft of the shaft system of the elevator system, in which at least three cars are moved.
  • all of the cars thus have an upper adjacent car and a lower adjacent car.
  • the distance between the upper stop point of one car and the lower stop point of the upper adjacent car is determined.
  • the distance between the lower stop point of a car and the upper stop point of the lower adjacent car is also advantageously determined.
  • the stop points are advantageously defined using a grid that is permanently assigned to the shaft system. A grid which is fundamentally suitable for this is, for example, from the publication EP 1 719 727 B1 known.
  • the stop points can be represented in particular as coordinates (x, y) or (x, y, z). Only the corresponding coordinate is preferably taken into account for a current direction of travel, for example only the coordinate x for direction of travel x. Particularly in the areas in which the direction of travel changes, for example from the direction of travel x to the direction of travel y, provision is advantageously made for more than one coordinate to be taken into account here for a corresponding section comprising the transition area, i.e. in relation to the example given above Coordinates (x, y).
  • the elevator system is switched to a safety mode, in particular by stopping at least one of the two cars. The same applies accordingly if the lower stop point of a car is smaller than the upper stop point of the car traveling below this car.
  • Possible collision risks of a car with an upper adjacent car and / or a lower adjacent car are thus reliably identified, namely by checking whether a determined distance is negative, that is to say the stop points compared with one another have an overlap area. If a negative distance is determined, the elevator system is advantageously switched from normal operation to a safety mode, in particular by stopping the cars concerned.
  • the other cars are advantageously moved further in restricted operation, the stopped cars defining a restricted area to which the cars still operating may only approach up to a predefined distance.
  • the cars stopped during the transfer of the elevator system to a safety mode are preferably assigned fixed stop points, so that in particular a collision of cars with the stopped cars is further prevented using the same method.
  • the cars each have their own control unit
  • the control unit of a car of the elevator system predicts the stop point for the at least one direction of travel and the stop points predicted for a car to the control units of the latter Car adjacent car are transmitted
  • the control unit of a car determines the distance between the stop points predicted for this car to the stop points transmitted to this control unit.
  • stop points can be calculated simultaneously by a plurality of control units, which are advantageously arranged on the cars. This advantageously reduces the technical requirements for the computing capacities of the safety system of the elevator system.
  • the control units each assigned to a car and preferably arranged on the car, advantageously detect all the operating parameters required for predicting the stopping points by means of corresponding sensors arranged on the car. These include in particular the current position of the car, the speed of the car, the acceleration of the car, the load of the car and / or the state of the brake in the car. These operating parameters and the stop points predicted from them are preferably determined in predefined discrete time intervals of, for example, 5 ms to 50 ms (ms: milliseconds). In this way, a continuous prediction of the stop points is made possible.
  • Each control unit assigned to a car advantageously calculates the stop points for the at least one direction of travel of this car, in particular an upper and a lower stop point, and exchanges them with those of the control units of the adjacent cars. Instead of calculating the distances between adjacent cars, the stop points are advantageously compared with one another, as already explained above. As long as the stop points do not overlap, i.e. no negative distance is determined, there is no risk of collision.
  • the control unit of a car preferably triggers a securing device for this car when a negative distance between the stopping points is determined, it being provided in particular that triggering the securing device causes the car to stop.
  • the actuation of a brake of the car is provided as the triggering of a safety device of the car.
  • the control device assigned to one car is only responsible for the safety device of this car with regard to the triggering of safety devices and advantageously does not also have to brake other cars. As a result, the amount of data to be transmitted is advantageously further reduced.
  • the stop points are predicted from current operating parameters of the respective car. According to an advantageous embodiment variant, it is provided that stop points are predefined for all quantized combinations of operating parameters. According to an advantageous embodiment, the stop points are assigned to such a combination of operating parameters via a lookup table. In particular, according to a further advantageous embodiment variant, such an assignment is provided as a plausibility check of stop points predicted by real-time calculations. When a predefined deviation from assigned stop points and predicted stop points is ascertained, the elevator system is also advantageously switched to a safety mode.
  • the elevator installation comprises a decentralized safety system with a plurality of control units, the plurality of control units comprising the control units of the elevator cars, and the control units each exchanging data to determine an operating mode that differs from the normal operation of the elevator installation ,
  • an elevator system designed to carry out a method according to the invention is also proposed.
  • an elevator system with a shaft system comprising at least one shaft and at least three elevator cars, which can be moved together in the at least one shaft of the shaft system is proposed, the elevator cars each advantageously have its own control unit, and the elevator installation is designed to carry out a method according to the invention.
  • control units of the cars are connected to one another via an interface for transmitting data.
  • a communication bus is provided as the interface.
  • the data is transmitted wirelessly, in particular via an air interface, for example by means of WLAN (WLAN: Wireless Local Area Network).
  • WLAN Wireless Local Area Network
  • Each control unit of a car is advantageously designed to determine the stop points for this car and to compare them with the transmitted stop points of adjacent cars.
  • each car advantageously has sensors for recording operating parameters, such as, in particular, speed, acceleration, payload, state of the safety devices of the car, in particular state of the brakes as safety device of the car, and position of the car. The recorded operating parameters are transmitted to the control unit and evaluated by the control unit to predict the stop points.
  • the elevator system 1 shown which is not shown to scale for reasons of a better overview, comprises a shaft system 2 with two vertical shafts 12 and two connecting shafts 13. Furthermore, the elevator system 1 comprises a plurality of elevator cars 3 (in Fig. 1 Eight cars, for example), which can be moved separately in the shaft system 2 in a subsequent operation, that is to say that several cars 3 can be moved in a shaft 12 or a shaft 13.
  • the cars 3 can be moved upwards in the shafts 12 in a first direction of travel 4 (in Fig. 1 symbolically represented by arrow 4) and moved downwards in a second direction of travel 5 (in Fig. 1 symbolically by arrow 5 ) Shown.
  • the cars are also laterally in a third direction of travel 10 (in Fig. 1 symbolically represented by arrow 10) and in a fourth direction of travel 11 (in Fig. 1 symbolically represented by arrow 11).
  • the elevator installation comprises at least one linear motor as the drive system (in Fig. 1 not explicitly shown), by means of which the cars 3 are moved within the shaft system 2.
  • a first stop point 6 is continuously predicted for each car 3 for the first possible direction of travel and a second stop point 7 for the second possible direction of travel.
  • a stop point is thus continuously predicted for each car 3, at least for one direction of travel.
  • an upper stop point is predicted as the first stop point 6
  • a lower stop point is predicted as the second stop point 7.
  • a stop point located in the direction of travel of the respective car 3 is predicted as the stop point 6 ′ and a second stop point located opposite the direction of travel of the respective car 3 is predicted as the stop point 7 ′.
  • the stop points can in particular be defined via coordinates (x, y), lateral stop points being defined via the x coordinates and stop points lying vertically via the y coordinates.
  • the point A in Fig. 1 For example, the coordinate (0, 0) can be assigned.
  • the two stop points 6, 7 and 6 ', 7' respectively indicate the point at which the car 3 assumes a worst-case scenario for each of the possible directions of travel 4, 5 or 10, 11. Case scenarios can stop at the latest.
  • an upper stop point 6 is predicted, that is to say it is predetermined where the car 3 'would stop if the car 3' maximally in the direction of travel would accelerate and then slow down.
  • the worst-case assumption predicts that the lower stop point 7 of the car 3 'is that the drive fails, the car 3' sags as a result, and the car 3 'would then only be braked.
  • the cages 3 advantageously have a control unit, for example a microcontroller circuit designed as a control unit (in Fig. 1 not explicitly shown).
  • the distance from the first stop point 6 of this car to the second stop point 7 of the second car is determined.
  • the distance from the second stop point 7 of this car to the first stop point 6 of the second car is determined.
  • the distance 8 from the upper stop point 6 of the car 3' to the lower stop point 7 of the car 3 '' is determined.
  • the lower stop point 7 of the car 3 " is advantageously sent to a control unit (in Fig. 1 not explicitly shown) of the car 3 '.
  • the determined distance 8 is positive in this example. There is therefore no risk of collision with respect to the cars 3 'and 3 ".
  • the car 3 ' also has an adjacent car 3''in the further direction of travel 5. Therefore, the distance 9 from the lower stop point 7 of the car 3' to the upper stop point 6 of the car 3 '' is also determined for the car 3 ' ,
  • the upper stop point 6 of the car 3 "' is advantageously sent to a control unit (in Fig. 1 not explicitly shown) of the car 3 '.
  • the determined distance 9 is negative in this example, that is to say the upper stop point 6 of the car 3 "'lies above the lower stop point 7 of the car 3'. There is therefore a risk of collision with respect to the cars 3 'and 3"'.
  • the elevator system is switched to a safety mode, in particular by activating brakes on these cars on the car side, preferably triggered by the respective cars 3 'and 3 "'assigned control units.
  • Fig. 2 Referred.
  • a car 3 with a total car height 17 and an entry threshold 20 is shown.
  • Movable car 3 shows a predicted stop point 6, 7 for each direction of travel 4, 5.
  • the upper stop point 6 is shown for the direction of travel 4 and the lower stop point 7 for the direction of travel 5.
  • the upper stop point 6 indicates the point where the car 3 with the upper car end 21 can stop at the latest in the direction of travel 4 based on current operating parameters and assuming a worst-case scenario.
  • the distance between the stop point 6 and the upper end 21 of the car results in the exemplary embodiment shown from the sum of an optionally definable minimum distance 15 from the car 3, which must not be undercut, and one from the current driving parameters assuming a worst-case scenario.
  • Scenarios calculated braking distance 18.
  • the stopping points are calculated, for example, using an appropriately configured predictor model.
  • the lower stop point 7 indicates the point where the car 3 with the lower car end 22 can stop at the latest in the direction of travel 5 based on current operating parameters and assuming a worst-case scenario.
  • the distance between the stop point 7 and the lower car end 22 results in the illustrated embodiment from the sum of an optionally predeterminable minimum distance 16 from the lower car end 22, which must not be undercut, and one from the current driving parameters assuming a worst case -Scenarios predicted braking distance 19.
  • the positions of the stop points vary depending on the current driving parameters. If the car is stationary, the stop points will move closer to the car. If the car travels upwards at high speed, i.e. in direction of travel 4, the upper stop point will be further up. In this case, in particular, even at very high speeds, the lower stop point 7 may be determined lying at position 14, since a movement in the direction of travel 5 can be ruled out even in the worst case scenario.
  • Such car 3 is predicted such an upper stop point and a lower stop point.
  • the distance between the upper stop point 6 of a car and the lower stop point 7 'or 7 "of a car adjacent above this car and the distance between the lower stop point 7 of this car and the upper stop point 6' respectively 6" one below this car adjacent car determined.
  • the distances 8 are positive, since 7 "greater than 6 or 7 greater than 6". If the distance is negative, there is a risk of collision. Such a negative distance is obtained if 6 is greater than 7 'or 6' is greater than 7. If such a negative distance is determined, the elevator system is brought into a safe operating state, in particular into a safety mode.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Structural Engineering (AREA)
  • Elevator Control (AREA)
  • Types And Forms Of Lifts (AREA)

Claims (10)

  1. Procédé pour faire fonctionner un équipement élévateur (1),
    l'équipement élévateur (1) comportant un système de cage (2) et au moins trois cabines (3),
    l'équipement élévateur étant configuré pour faire se déplacer les cabines (3) séparément au moins dans une première direction de déplacement (4) et dans une deuxième direction de déplacement (5),
    les au moins trois cabines (3) étant déplacées respectivement séparément dans un régime asservi et un point d'arrêt (6, 7) au niveau duquel la cabine (3) peut s'arrêter en cas de besoin étant continuellement prédit pour chaque cabine (3) au moins pour une direction de déplacement, l'écart (8, 9) entre les points d'arrêt (6, 7) prédits de cabines (3) voisines l'un par rapport à l'autre étant déterminé continuellement,
    l'équipement élévateur (1) étant amené dans un mode de sécurité lors de la détermination d'un écart négatif (9) entre les points d'arrêt (6, 7),
    un écart négatif étant présent lorsque le point d'arrêt d'une cabine est plus éloigné de cette cabine que le point d'arrêt d'une cabine voisine,
    caractérisé en ce
    que pour chaque cabine (3), un premier point d'arrêt (6) est prédit pour la première direction de déplacement (4) et pour chaque cabine (3), un deuxième point d'arrêt (7) est prédit pour la deuxième direction de déplacement (5), de sorte que deux points d'arrêt (6, 7) sont continuellement prédits pour chaque cabine (3).
  2. Procédé selon la revendication 1, caractérisé en ce que le point d'arrêt (6, 7) de chaque cabine (3) est respectivement prédit en supposant l'arrêt de la cabine (3) respective qui a lieu au plus tard lors d'une intervention d'au moins un dispositif de sécurité de l'équipement élévateur (1).
  3. Procédé selon la revendication 2, caractérisé en ce que le point d'arrêt (6, 7) de chaque cabine (3) est prédit en supposant en plus que la cabine (3) respective est accélérée à l'accélération maximale possible du côté de l'équipement élévateur (1) avant l'intervention de l'au moins un dispositif de sécurité de l'équipement élévateur (1).
  4. Procédé selon l'une des revendications précédentes, caractérisé en ce que pour chaque cabine (3') qui possède une première cabine (3") voisine dans la première direction de déplacement (4), l'écart (8, 9) entre le premier point d'arrêt (6) de cette cabine (3') et le deuxième point d'arrêt (7) de la première cabine (3") est déterminé.
  5. Procédé selon l'une des revendications précédentes, caractérisé en ce que pour chaque cabine (3') qui possède une deuxième cabine (3"') voisine dans la deuxième direction de déplacement (5), l'écart (8, 9) entre le deuxième point d'arrêt (7) de cette cabine (3') et le premier point d'arrêt (6) de la deuxième cabine (3"') est déterminé.
  6. Procédé selon l'une des revendications précédentes, caractérisé en ce que les cabines (3) possèdent respectivement une unité de commande propre, l'unité de commande d'une cabine (3') de l'équipement élévateur (1) prédit respectivement le point d'arrêt (6, 7) pour l'au moins une direction de déplacement (4, 5) et les points d'arrêt (6, 7) respectivement prédits pour une cabine (3) sont transmis aux unités de commande des cabines (3" , 3"') voisines de cette cabine (3'), l'unité de commande d'une cabine (3) déterminant respectivement l'écart (8, 9) entre les points d'arrêt (6, 7) prédits pour cette cabine (3) et les points d'arrêt (6, 7) transmis à cette unité de commande.
  7. Procédé selon la revendication 6, caractérisé en ce que l'unité de commande d'une cabine (3), lors de la détermination d'un écart négatif (9) entre les points d'arrêt (6, 7), déclenche un dispositif de sécurité de cette cabine (3), un déclenchement du dispositif de sécurité amenant la cabine (3) à l'arrêt.
  8. Procédé selon l'une des revendications précédentes, caractérisé en ce que les points d'arrêt (6, 7) sont respectivement prédits à partir de paramètres de fonctionnement actuels de la cabine (3) respective.
  9. Procédé selon la revendication 6 ou la revendication 7, caractérisé en ce que l'équipement élévateur (1) comporte un système de sécurité décentralisé avec une pluralité d'unités de commande, la pluralité d'unités de commande comprenant les unités de commande des cabines (3) et les unités de commande échangeant respectivement des données en vue de constater un mode de fonctionnement différent du fonctionnement normal de l'équipement élévateur (1).
  10. Équipement élévateur (1) comprenant un système de cage (2) comportant au moins une cage (12), et
    au moins trois cabines (3),
    les cabines (3) pouvant être déplacées séparément en commun dans l'au moins une cage (12),
    les cabines (3) possédant respectivement une unité de commande propre,
    caractérisé en ce
    que l'équipement élévateur (1) est conçu pour mettre en œuvre un procédé selon l'une des revendications 1 à 9.
EP15791306.2A 2014-11-27 2015-11-10 Procédé permettant de faire fonctionner une installation d'ascenseur et installation d'ascenseur conçue pour mettre en uvre le procédé Active EP3224175B1 (fr)

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DE102014017487.5A DE102014017487A1 (de) 2014-11-27 2014-11-27 Verfahren zum Betreiben einer Aufzuganlage sowie zur Ausführung des Verfahrens ausgebildete Aufzugsanlage
PCT/EP2015/076141 WO2016083115A1 (fr) 2014-11-27 2015-11-10 Procédé permettant de faire fonctionner une installation d'ascenseur et installation d'ascenseur conçue pour mettre en œuvre le procédé

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EP3224175A1 EP3224175A1 (fr) 2017-10-04
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US (1) US10710841B2 (fr)
EP (1) EP3224175B1 (fr)
KR (1) KR20170091097A (fr)
CN (1) CN107000980B (fr)
BR (1) BR112017010927B1 (fr)
CA (1) CA2967882C (fr)
DE (1) DE102014017487A1 (fr)
WO (1) WO2016083115A1 (fr)

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Publication number Publication date
DE102014017487A1 (de) 2016-06-02
WO2016083115A1 (fr) 2016-06-02
CN107000980A (zh) 2017-08-01
KR20170091097A (ko) 2017-08-08
CN107000980B (zh) 2019-05-14
BR112017010927A2 (pt) 2018-02-14
EP3224175A1 (fr) 2017-10-04
BR112017010927B1 (pt) 2022-08-02
US10710841B2 (en) 2020-07-14
CA2967882C (fr) 2019-05-21
CA2967882A1 (fr) 2016-06-02
US20170355553A1 (en) 2017-12-14

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