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EP4590617A1 - Procédé de fonctionnement d'un système d'ascenseur - Google Patents

Procédé de fonctionnement d'un système d'ascenseur

Info

Publication number
EP4590617A1
EP4590617A1 EP23772820.9A EP23772820A EP4590617A1 EP 4590617 A1 EP4590617 A1 EP 4590617A1 EP 23772820 A EP23772820 A EP 23772820A EP 4590617 A1 EP4590617 A1 EP 4590617A1
Authority
EP
European Patent Office
Prior art keywords
car
emergency braking
elevator
elevator system
braking
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.)
Pending
Application number
EP23772820.9A
Other languages
German (de)
English (en)
Inventor
Matthias Maier
Stefan Thänert
Eduard STEINHAUER
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
TK Elevator Innovation and Operations GmbH
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 TK Elevator Innovation and Operations GmbH filed Critical TK Elevator Innovation and Operations GmbH
Publication of EP4590617A1 publication Critical patent/EP4590617A1/fr
Pending legal-status Critical Current

Links

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
    • 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
    • B66B1/2491—For elevator systems with lateral transfers of cars or cabins between hoistways
    • 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

Definitions

  • the invention relates to a method for operating an elevator system.
  • EP 3 224 175 B1 discloses a method for operating an elevator system with several cars.
  • the cars are designed to move separately in different directions.
  • the cars are each moved separately in a subsequent operation and a stop point is continuously predicted for each car at least for one direction of travel, at which the car must be able to stop if necessary.
  • the distance between the predicted stop points of adjacent cars is continuously determined, with the elevator system being transferred to a safety mode when a negative distance between the stop points is determined.
  • emergency braking is then carried out to avoid a collision.
  • the collision can then be safely avoided by emergency braking.
  • a theoretical deceleration value for emergency braking is used mathematically.
  • emergency braking may also be necessary during upward travel or during sideways travel.
  • emergency braking in the lateral direction, the passengers will inevitably skid in the lateral direction;
  • emergency braking while ascending passengers can lose traction and be thrown headfirst into the cabin ceiling.
  • EP 1 698 580 B1 discloses an elevator system.
  • a distance determination unit is provided for determining an actual distance between the car and an obstacle, e.g. another car or the end of a shaft.
  • a critical distance is continuously determined taking into account the current speed and the braking deceleration. If the critical distance falls below the actual distance, normal operation is exited and a transition is made to an emergency stop state in which an emergency stop brake brakes the car in a short time. In this emergency stop state, the actual distance is still monitored. If it then becomes necessary, a safety catch is initiated in the event of danger, whereby a safety gear is triggered, which can brake the car in a very short time, i.e. with an even greater delay.
  • the braking scenarios differ in the deceleration values on which the calculation is based.
  • the stop point concept would allow the car to approach a collision object at a smaller safety distance or at an increased travel speed. If the emergency braking were to be carried out with a smaller deceleration value, the stop point concept would allow the car to approach a collision object at a greater safety distance or at a lower travel speed.
  • the invention now provides for the deceleration value of the emergency braking to be determined as a function of the current travel speed of the elevator car and for the emergency braking to then be carried out as required based on the determined deceleration value.
  • the invention provides for deceleration to be carried out with a larger deceleration value when the driving speed is low; At higher driving speeds, the deceleration is carried out with a lower delay.
  • the delay relates to the use of the safety brake.
  • the safety brake is triggered if the current driving situation could become unsafe, especially if the car approaches an obstacle at too high a speed and there is a risk of a collision.
  • a collision object can be, for example, a car adjacent in the shaft, a shaft end, in particular an upper shaft end of a vertical shaft or a side shaft end of a horizontal shaft.
  • Figure 1 shows a detail of an elevator system according to the invention in a schematic representation
  • Figure 2 shows a detail of the elevator system according to Figure 1 in a frontal view during horizontal travel of a car
  • Figure 3 shows a detail of the elevator system according to Figure 1 in a frontal view during a vertical travel of two elevator cars in two different variants;
  • Figure 4 shows a first map for the operating parameters of emergency braking
  • Figure 5 shows a second map for the operating parameters of emergency braking
  • Figure 6 based on the map according to Figure 5, shows a comparison of a conventional braking process versus a braking process according to the present invention.
  • FIG. 1 shows parts of an elevator system 50 according to the invention.
  • the elevator system 50 includes fixed first guide rails 56, along which a car 51 can be guided, for example by means of backpack storage, and which enable the car 51 to be moved between different floors. Arrangements of such first guide rails 56, along which the car 51 can be guided, are arranged parallel to one another in two parallel shafts 52 ', 52".
  • the first guide rails 56 are aligned vertically in a first z-direction z1 (first shaft 52') or vertically in a second z-direction (second shaft 52"). Cars in one shaft 52' can move largely independently and unhindered by cars in the other shaft 52" on the respective first guide rails 56.
  • the elevator system 50 also includes fixed second guide rails 57, along which the elevator car 51 can be guided using the backpack storage.
  • the second guide rails 57 are horizontally aligned in a y-direction, and allow the elevator car 51 to move within a floor is movable. Furthermore, the second guide rails 57 connect the first guide rails 56 of the two shafts 52 ', 52 "to one another.
  • the second guide rails 57 are therefore also used when moving the car 51 between the two shafts 52 ', 52", for example to carry out a modern paternoster operation.
  • the car 51 can be transferred from the first guide rails 56 to the second guide rails 57 and vice versa via third guide rails 58.
  • the third guide rails 58 are rotatably movable about an axis parallel to the x direction, which is perpendicular to a yz plane which is spanned by the first and second guide rails 56, 57.
  • the movement takes place along a predefined movement direction B.
  • the rotation of the third guide rails is carried out using a drive, not shown in detail.
  • the third guide rails 58 and the drive 2 are part of a transfer arrangement 1.
  • All guide rails 56, 57, 58 are at least indirectly attached to at least one shaft wall of the shaft 52.
  • the shaft wall defines a stationary reference system for the shaft.
  • the term shaft wall also includes a stationary frame structure of the shaft, which carries the guide rails.
  • the rotatable third guide rails 58 are mounted on a rotating platform 53.
  • the rotating platform 53 is stored by means of a storage unit 71.
  • Such systems are basically described in WO 2015/144781 A1, DE 10 2019 201 511 A1, DE 10 2016 211 997 A1 and DE 10 2015 218 025 A1.
  • the elevator system is controlled using a control device 54.
  • This control device 54 can include a plurality of decentralized sub-control units.
  • the control device 54 is set up to trigger emergency braking of a car.
  • Figure 2 shows a first car 51a during horizontal travel. It is constantly checked whether, if necessary, emergency braking can be used to ensure that the first car 51a can be brought to a standstill in good time before or at the latest when a stop point SP is reached.
  • the calculation of the stop points is based on the following parameters:
  • the delay value is generally viewed as a positive value; the greater the delay, the faster the car is braked.
  • the stopping point is defined by an end of the horizontal travel path through the shaft wall 52W, which represents the end of a horizontal elevator shaft.
  • This stop point SP is static, which means that the stop point does not change its position.
  • the stopping point is defined by a second car 51b. This stopping point is dynamic and changes with the movement of the two cars.
  • Figure 3a shows a situation in which the first car 51a and the second car 51b are moving towards each other. If both cars now initiate an emergency braking, the first car would have to come to a stop at the stop point SP shown at the latest.
  • Figure 3b shows a situation in which both the first car 51a and the second car 51b move upwards in the same direction. If both cars now initiate emergency braking, then in this case too the first car 51a would have to come to a stop at the marked stop point SP at the latest. However, since the second car 51b continues to move during an emergency braking, the stop point SP (viewed from the perspective of the first car 51a) can lie behind the current position of the second car 51b.
  • the stop points shown in Figure 3 are dynamic stop points.
  • the emergency braking is carried out according to the present invention using the maps of Figures 4 and 5.
  • the stop points are calculated accordingly.
  • the braking scenarios essentially differ in the assigned deceleration values b1, b2, b3 ( Figure 4).
  • a first braking scenario s1 is based on a first deceleration value b1
  • a second braking scenario s2 is based on a second deceleration value b2
  • a third braking scenario s3 is based on a third deceleration value b3.
  • the braking scenario is selected based on the current driving speed v.
  • the current driving speed v is first determined; Based on the driving speed v, the deceleration value b is then determined, on the basis of which the stop points are calculated.
  • the map according to Figure 5 shows trigger curves for the different braking scenarios s1, s2, s3.
  • the car travels at speed v1 at a distance d1 to the nearest stop point SP. There is no triggering because the distance to the stop point is sufficiently large. If the car now continues to approach the stopping point without reducing the speed (i.e. still at speed v1), a second operating point B2 is reached with the distance d2, which lies on the trigger line of the first braking scenario s1. The emergency braking is triggered.
  • a third operating point B3 denotes a state of the car in which the car has already been braked to a speed v2 by the regular travel control compared to the second operating point.
  • the third operating point B3 is also on the (extended) trigger line of the first braking scenario s1.
  • the emergency braking is not triggered because, according to the map from FIG. 4, it is no longer the first braking scenario s1 that is valid, but rather the second braking scenario s2.
  • the car is already traveling at speed v2 too slowly for the first braking scenario, so that the second braking scenario s2 is now valid.
  • Triggering according to another braking scenario s2, s3 is currently not possible in the third operating point B3, since the third operating point B3 with the second speed v2 is not on or below the triggering line of the second or third braking scenario s2, s3.
  • the fourth operating point B4 now refers to a situation in which the car is already very close to the stopping point. The car moves at a third speed v3, so that the third braking scenario from Figure 4 applies. However, since the fourth operating point B4 is still above the trigger line of the valid third braking scenario s3, no triggering occurs.
  • emergency braking also includes multi-stage safety procedures, which can include the activation of a safety gear.
  • Emergency braking only serves as a safety backup when it is determined using the aforementioned method that the determined stopping point distance has been exceeded in normal operation.
  • a fifth B5 operating point is shown in FIG. A distance d5 corresponds exactly to the distance d4 of the fourth operating point.
  • the speed v5 of the fifth operating point B5 is chosen to be so low that the operating point is still just above the extended trigger curve of the first braking scenario s1. Now it can be seen that the first braking scenario s1 at distance d5 only allows a speed v5 that is well below the permissible speed d4 of the fourth operating point B4, which is still permitted by the third braking scenario s3.
  • the stop points SP can be approached at a significantly higher speed and do not have to be braked down to a very low speed level at an early stage. This is based on the knowledge that high deceleration values at low speeds are tolerable in normal operation. Even with a high deceleration, the risk of injury is low if the high deceleration occurs at a low driving speed. Because with a high deceleration at low speed, the passenger is only exposed to the high deceleration for a very short time.
  • C shows the braking behavior without the stepped adjustment of the deceleration value.
  • curve C hugs the trigger curve of the first braking scenario from above s1 .
  • I shows the braking behavior according to the invention.
  • the stopping point can therefore be approached in a much more “sporty” manner, particularly in the final phase, i.e. with a higher average driving speed and greater deceleration, which on the one hand reduces travel times and on the other hand allows the dimensions of the overpass path U to be reduced.
  • braking is carried out at low speeds with a significantly greater deceleration value
  • the crossing path U behind a transfer unit ( Figure 3a) can be made smaller. This is advantageous when planning buildings, as there is less side space available in the shafts.
  • Emergency braking can be carried out with conventional safety brakes. Different safety brakes with different braking strengths can be connected in parallel, which are activated or deactivated depending on the braking scenario. Alternatively, a safety brake can be implemented by actively adjusting a preload spring, whereby the different deceleration values can be set.
  • the delay value is determined using the map from FIG. 4, which represents a stepped definition. It is also conceivable that the determination takes place continuously.

Landscapes

  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Elevator Control (AREA)

Abstract

L'invention concerne un procédé de fonctionnement d'un système d'ascenseur (50), le système d'ascenseur (1) possédant une cage d'ascenseur dans laquelle au moins une première cabine d'ascenseur (51a) peut se déplacer. Pour éviter une collision entre la première cabine d'ascenseur et un objet de collision (51b, 52W), en particulier une seconde cabine d'ascenseur (51b) ou une extrémité de la cage d'ascenseur (52W), un freinage d'urgence de la première cabine d'ascenseur (51a) est, si nécessaire, déclenché. Pendant le fonctionnement normal, afin de déclencher le freinage d'urgence, un trajet de freinage d'urgence jusqu'à un point d'arrêt (SP) est calculé en continu et comparé à une distance actuelle (d) entre la première cabine d'ascenseur et l'objet de collision (51b, 52W). Pendant le fonctionnement normal, une valeur de décélération (b) pour la cabine d'ascenseur est fournie pour le calcul, la valeur de décélération (b1, b2, b3) fournie pour le calcul étant variable et étant déterminée en fonction d'une situation d'entraînement.
EP23772820.9A 2022-09-23 2023-09-15 Procédé de fonctionnement d'un système d'ascenseur Pending EP4590617A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102022124567.5A DE102022124567A1 (de) 2022-09-23 2022-09-23 Verfahren zum Betreiben einer Aufzugsanlage
PCT/EP2023/075455 WO2024061766A1 (fr) 2022-09-23 2023-09-15 Procédé de fonctionnement d'un système d'ascenseur

Publications (1)

Publication Number Publication Date
EP4590617A1 true EP4590617A1 (fr) 2025-07-30

Family

ID=88097647

Family Applications (1)

Application Number Title Priority Date Filing Date
EP23772820.9A Pending EP4590617A1 (fr) 2022-09-23 2023-09-15 Procédé de fonctionnement d'un système d'ascenseur

Country Status (4)

Country Link
EP (1) EP4590617A1 (fr)
CN (1) CN119923364A (fr)
DE (1) DE102022124567A1 (fr)
WO (1) WO2024061766A1 (fr)

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ATE361893T1 (de) * 2005-03-05 2007-06-15 Thyssenkrupp Aufzugswerke Gmbh Aufzuganlage
US9394139B2 (en) * 2011-04-08 2016-07-19 Mitsubishi Electric Corporation Multi-car elevator and controlling method therefor
DE102014104458A1 (de) 2014-03-28 2015-10-01 Thyssenkrupp Elevator Ag Aufzugsystem
DE102014017487A1 (de) 2014-11-27 2016-06-02 Thyssenkrupp Ag Verfahren zum Betreiben einer Aufzuganlage sowie zur Ausführung des Verfahrens ausgebildete Aufzugsanlage
DE102014017486A1 (de) * 2014-11-27 2016-06-02 Thyssenkrupp Ag Aufzuganlage mit einer Mehrzahl von Fahrkörben sowie einem dezentralen Sicherheitssystem
DE102015212882A1 (de) * 2015-07-09 2017-01-12 Thyssenkrupp Ag Verfahren zum Betreiben einer Aufzugsanlage, Steuerungssystem und Aufzugsanlage
DE102015218025B4 (de) 2015-09-18 2019-12-12 Thyssenkrupp Ag Aufzugsystem
DE102016211997A1 (de) 2016-07-01 2018-01-04 Thyssenkrupp Ag Aufzugsanlage
DE102019201511A1 (de) 2019-02-06 2020-08-06 Thyssenkrupp Ag Umsetzanordnung für eine Aufzugsanlage

Also Published As

Publication number Publication date
DE102022124567A1 (de) 2024-03-28
CN119923364A (zh) 2025-05-02
WO2024061766A1 (fr) 2024-03-28

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