RU2456225C2 - Method of retaining spacing in multicabin elevator well and elevator system - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to elevators. Proposed method comprises defining leading cabin brake path and normal path of the next cabin. Then, difference between normal and shortest brake paths is adjusted relative to threshold distance. In adjustment, distance between leading and next cabins is kept equal to, at least, separation distance. In delay of the next cabin start, planned motion time 0≤T≤T_t, location θ_t and next cabin normal braking path π_nst, planned motion time 0≤T≤T₁, location θ₁ and shortest braking path π_ssl are defined. Conditions |θ_l (T+T_run)+K_ssl(T+T_run))-(θ_t(T)+ π_nst(T)|≥d_thresh are verified where 0≤T≤min {T_t, T_l-T_run}, where T_run is actual motion time of leading cabin, d_thresh is threshold distance while 0≤T_run≤T_l. Elevator system comprises well, leading and next cabins and controller to implement proposed method.

EFFECT: higher safety and quality.

15 cl, 2 dwg

Description

FIELD OF THE INVENTION

The present invention relates to adjustable elevator systems. In particular, the invention relates to controlling the distance between the leading elevator car and the subsequent elevator car, moving in the elevator shaft in one direction.

State of the art

The task arising in the development of the elevator system is to minimize the number of elevator shafts used in the elevator system, while striving to satisfy the requests for the transportation of passengers and goods inside the building.

Decisions aimed at reducing the number of elevator shafts and improving service consisted in increasing the speed of the elevator, reducing the time for opening and closing doors, improving control systems, introducing non-stop elevators, dividing the building into zones, etc. However, in multi-storey buildings, such measures can lead to anxiety when accelerating elevators, inconvenience when quickly closing doors or discomfort due to the use of a complicated system, in which passengers have to make transfers from cab to cab several times to reach the desired floor.

One approach to increasing the efficiency of passenger transportation while minimizing the number of elevator shafts is to combine several independently adjustable elevator cabins in each elevator shaft, each of which can serve most or all floors of the building. In such a system, each elevator car must be located at a certain distance from the other car cabs, ensuring the safe operation of the elevator car. If two or more elevator cars move in the elevator shaft in one direction, the timetable prescribed for the elevator cars becomes an important factor in the sense of avoiding a collision between the cars at designated and unexpected stops.

In the light of the foregoing, the present invention aims to satisfy the need to provide the necessary and sufficient distance between elevator cars moving in the elevator shaft in one direction.

Disclosure of invention

The present invention relates to maintaining the separation distance between the leading elevator car and the subsequent elevator car, moving in the elevator shaft in one direction. The shortest braking distance of the leading elevator car and the normal braking distance of the subsequent elevator car can be determined. The distance between the cabs is controlled so that the difference between the normal braking distance of the subsequent elevator car and the shortest braking distance of the leading elevator car is greater than or equal to the threshold distance. In other words, the distance is adjusted so that the end position of the stopped leading cabin, which is the location at which the leading cabin would have stopped in the event of emergency braking, is separated from the final normal position of the stopped subsequent cabin, which is the location where the subsequent cabin would have stopped at normal braking, at least a distance equal to the threshold distance.

An embodiment of the invention describes a method for maintaining the separation distance between leading and subsequent cabs moving in the same direction in the elevator shaft, in which the shortest braking distance of the leading cab and normal braking distance of the subsequent cab are determined and the distance is adjusted so that the difference between the normal braking distance of the subsequent cab and the shortest the braking distance of the leading cab is greater than or equal to the threshold distance. In another embodiment, they can additionally repeatedly repeat the determination of braking distances and the regulation of the distance when moving ahead and / or subsequent cabs in the elevator shaft. In addition, before the advance and subsequent cabs move in one direction during regulation, they can delay the start of the subsequent cab's movement until the distance between the leading cab and the subsequent cab becomes at least equal to the distance when the leading and subsequent cabs move in the same direction in the elevator shaft. In addition, when delaying the start of movement of the subsequent cabin, the planned time 0≤T≤T _{t of the} movement of the subsequent cabin, the planned location θ _t and the planned normal stopping distance π _{nst of the} subsequent cabin, the planned time 0≤T≤T _{1 of the} movement of the leading cabin, the planned location can be determined θ ₁ and the planned shortest braking distance π _{ss1 of the} leading cab and check that the conditions are met:

| (θ ₁ (T + T _run ) + π _ss1 (T + T _run )) - (θ _t (T) + π _nst (T) | ≥d _thresh ,

where 0≤T≤min {T _t , T ₁ -T _run }, where T _run is the actual travel time of the leading cabin (that is, during which the leading cabin has already moved), d _thresh is the threshold distance, and 0≤T _run ≤T ₁ .

Also, during regulation, they can stop or reduce the speed of the subsequent cab when there is a difference between the normal braking distance of the subsequent cab and the shortest braking path of the leading cab of a smaller threshold distance. In addition, when determining the shortest braking distance of the leading cabin, at least one driving parameter of the leading cabin can be measured, selected from the group including speed, direction, acceleration, loading and changing acceleration of the leading cabin. Moreover, they can determine the braking distance of the leading cab at maximum deceleration based on at least one measured motion parameter. In one embodiment, the shortest braking distance of the leading cab can be an emergency braking distance. Additionally, when determining the normal braking distance of the subsequent cab, at least one motion parameter of the subsequent cab can be measured, selected from the group including speed, direction, acceleration, loading and change of acceleration of the subsequent cab. Moreover, they can determine the braking distance with adjustable braking intensity based on at least one measured motion parameter. The threshold distance may be at least about the height of one floor.

Another embodiment of the invention describes an elevator system comprising an elevator shaft, a first and second elevator car, located in the elevator shaft, and a controller configured to drive the first and second cabs, wherein if the first and second cabs move in the same direction, one of the first and second cabs is the leading elevator car, and the other of the first and second cabs is the subsequent elevator car, and maintaining the separation distance between the first and second cabins such that the difference between the normal nym braking followed by the cockpit and by the shortest braking advanced cab would be greater than or equal to the threshold distance. The normal braking distance of the subsequent cab may also depend on at least one motion parameter selected from the group including speed, direction, acceleration, loading and changing the acceleration of the subsequent cab under normal operating conditions. The shortest braking distance of the leading cab may depend on at least one motion parameter of the leading cab. The threshold distance may be at least about one floor level. The controller may be configured to stop or reduce the speed of the subsequent cab when the difference between the normal braking distance of the subsequent cab and the shortest braking path of the leading cab is less than the threshold distance.

It should be understood that both the foregoing general description and the following detailed description are only an explanation and do not limit the invention in its claimed form.

Brief Description of the Drawings

The essence and advantages of the present invention will become apparent from the following description, the appended claims and the accompanying illustrative embodiments presented in the drawings, which show:

figure 1 is a schematic representation of a variant of implementation of the elevator system, including a group of independently adjustable cabs, made with the ability to move in one direction in the elevator shaft;

figure 2 is a graph showing the time dependence: the normal running position and the emergency stop position of the leading elevator car and the normal running position and normal stop position of the subsequent elevator car, moving in the elevator shaft in the same direction as the leading cabin.

The implementation of the invention

Figure 1 schematically depicts an elevator system 10, comprising a first elevator car 12 and a second elevator car 14, located on the same vertical relative to each other in the elevator shaft 16. In this embodiment, the elevator shaft 16 is located in a building having thirty floors L1-L30, and is configured so that the first cabin 12 and the second cabin 14 can serve passenger requests on most floors or on all floors. The controller 18 is connected to the first lifting mechanism 20 (winch) and the second lifting mechanism 22. The first lifting mechanism 20 comprises a mechanical assembly driving the first cabin 12, and the second lifting mechanism 22 comprises a mechanical assembly driving the second cabin 14.

Cabs 12 and 14 are independently controlled by controller 18 (via mechanisms 20 and 22, respectively) on service requests received from call buttons installed on floors L1-L30. The controller 18 receives service requests from passengers located on floors L1-L30, and controls the operation of cabs 12 and 14 so as to efficiently and safely deliver passengers to their respective destination floors. The controller 18 monitors and controls the location, speed, and acceleration (which may be positive or negative) of each cabin 12 and 14 that fulfills passenger requests. In some embodiments, the controller 18 determines the location and speed of the cabs 12 and 14 based on data received from speed sensors mounted on hoists 20 and 22, respectively.

The shaft 16 can be made so that the cabin 12 serves all floors except the uppermost, inaccessible due to the presence of the cabin 14, and in which the cabin 14 serves all floors except the lowest due to the presence of the cabin 12. Alternatively the elevator shaft 16 may have a parking zone lying below floor L1, so that the cabin 12 can be temporarily placed there to enable the cabin 14 to fulfill requests related to the floor L1. Likewise, the elevator shaft 16 may have a parking zone above the floor L30, so that the cabin 14 can be temporarily placed there to enable the cabin 12 to reach the floor L30. It should be noted that although thirty floors L1-L30 are shown, the elevator system 10 can be adapted to operate in a building having any number of floors. Although two cabs 12 and 14 located on the same vertical are shown, any number of cabs designed to serve most or all floors in the building can be placed in the elevator shaft 16. When service requests require that the cabs 12 and 14 move in the same direction in the elevator shaft 16, the controller 18 adjusts the distance between them so as to ensure that the next of the two cabs stops mainly at a normal (i.e., controlled) speed if it is ahead of the two the cabs made a sudden stop (e.g. emergency stop). The term "normal stopping speed" (and "stopping in normal mode") should mean the controlled speed at which the cab slows down and stops at a certain speed. Thus, since a “normal” stop at any time can be caused by a corresponding emergency stop, it is likely that the next car will not be stopped at the elevator landing site.

For example, if the cabin 12, located on the floor L13, must serve the passenger request from the floor L17, and the cabin 14, located on the floor L16, must serve the passenger's request from the floor L20, then both cabs move up in the elevator shaft to fulfill the corresponding requests. In this example, cab 14 is the leading cab and cab 12 is the subsequent cab. The controller 18 regulates the operation of the lifting mechanism 20, ensuring at any time that if the leading cab 14 makes a sudden stop due to an abnormal (for example, emergency) situation, the subsequent cab 12 would be able to stop in normal braking mode, and after that at least a minimum or threshold distance from the leading cabin 14 would be maintained.

To determine the acceptable distance between the cabs 12 and 14, the controller 18 analyzes various parameters that make up the movement profile of each cab. Parameters related to the change in time of the position along the entire route are called the "motion profile" of the cabin. For example, the controller 18 can build a motion profile for each of the cabs 12 and 14, based on the maximum acceleration, maximum speed in steady state, maximum deceleration, direction (up or down) and change in acceleration (i.e. the third derivative of the coordinate), for normal operating mode.

When changing the speed, direction, acceleration of each of the cabs 12, 14 during their movement along their trajectories, the separation distance d _sep between the cabs 12 and 14 should also change, that is, the separation distance d _sep is a variable. The controller 18 adjusts the separation distance between the cabs 12 and 14, moving in the same direction, constantly (or periodically) determining the shortest braking distance d _{ss1 of the} leading cab and the normal braking distance d _{nst of the} subsequent cab. In the above embodiment, the leading cabin is cabin 14. The shortest braking distance d _ss1 is the distance that the leading cabin 14 _travels when driving with maximum deceleration. Leading cab 14 can move with maximum deceleration when the emergency brake is applied, for example, in the event of an emergency. The shortest braking distance d _ss1 is a function of at least the speed, direction, acceleration, change of acceleration of the cab 14, as well as its loading. The controller 18 can determine the speed, direction, acceleration and loading of the leading cabin 14 based on data transmitted by sensors connected, for example, to the leading cabin 14 and / or the lifting mechanism 22. In the above embodiment, the subsequent cabin is a cabin 12. Normal stopping distance d _nst subsequent cab 12 may be determined based on the profile of the subsequent movement of the car 12 stored in the controller 18 as well as speed, direction, acceleration and subsequent loading cabin 12. it should be noted that the normal Tormo hydrochloric path d _nst optionally followed depends on the rate of inhibition cab 12 during normal operation, but rather may depend on a deceleration rate at which the stored minimum level of comfort for passengers follow the cab 12.

As noted above, the controller 18 continuously (or periodically) determines the normal braking distance d _{nst of the} subsequent cab 12 and the shortest braking distance d _{ss1 of the} leading cab 14 based on the measured load and motion parameters (for example, speed, direction, acceleration and acceleration change) of each cabins 12 and 14. These continuously obtained (or periodically) measurement results can be calculated in various ways, including simulation, numerical methods, analytical expressions, etc., using the profile th movement of cabs 12 and 14. The controller 18 can also compare the measured load and motion parameters of each cab 12 and 14 with the data stored in the look-up table or another document, in order to determine the current value of the normal braking distance d _nst and the shortest braking distance d _ss1 . In any case, the normal braking distance d _{nst of the} subsequent cab 12 and the shortest braking distance d _{ss1 of the} leading cab 14 are determined in real time as the time, speed, direction, acceleration and loading of each cab 12 and 14. In essence, if both cabs 12 and 14 moving at full speed, the separation distance maintained between the cabs is greater than the separation distance established between them when the cabs either just start moving, or almost stop in normal braking mode.

The controller 18 ensures that the separation distance d _sep between the cabs 12 and 14 is such that at any time, if the leading cab 14 is forced to stop in emergency braking mode, the subsequent cab will be able to stop in normal braking mode, as a result of observing the distance between the cabs 12 and 14 at least equal to the threshold distance d _thresh . In some embodiments, the threshold distance is one or two floor heights; in other embodiments, it may be substantially less than the height of one floor (so that the cabins can simultaneously receive passengers on adjacent floors) or may be greater than the height of two floors. The threshold distance d _thresh may also include a safety _{margin that takes} into account measurement errors that may occur when determining the braking distances of cabs 12 and 14. In any case, controller 18 ensures the following inequality in case both cabs stop in normal braking mode:

,

,

in which y ₁ is the coordinate of the stopped leading cab (in the above example of the cab 14), and y _t is the coordinate of the stopped subsequent cab (in the above example of the cab 12).

If the cabs 12 and 14 both move in the same direction, then to fulfill inequality (1), the controller 18 also continuously (or periodically) determines the normal braking distance d _nst required by the subsequent cab 12, and the shortest braking distance d _ss1 required by the leading cab 14. In particular, the controller 18 controls the subsequent cabin 12, so that if the leading cabin 14 stops with maximum deceleration, the subsequent cabin 12 can stop with normal deceleration and remain separated from the leading cabin 14 by the threshold distance ia d _thresh . Therefore, the distance d _sep is a time variable in the sense that it is continuously (or periodically) determined by the controller 18 during the movement of the subsequent cabin 12.

In order to imagine the dynamic essence of d _sep , it is necessary to assume that T _start is the _start time of the movement of the subsequent cabin 12, and T _end is the end time of its movement. It is also necessary to imagine that x ₁ (T) is the coordinate of the leading cabin at time T, and x _t (T) is the coordinate of the subsequent cabin at time T. The shortest braking distance of the leading cabin d _ss1 (T) also depends on time, since the parameters on which the braking distance depends (such as speed, acceleration, etc.) also change over time. For similar reasons, the normal stopping distance d _nst (T) also varies with time. Then, controller 18 ensures that for T _start ≤T≤T _end ,

It is important to note that d _sep varies as a function of time, while d _{thresh is} constant.

Due to the dynamic nature of d _sep , if the leading cabin 14 stops with maximum deceleration, the subsequent cabin 12 can be stopped after it with normal braking parameters anywhere in the shaft 16 so that the resulting stopped position of the subsequent cabin 12 is separated from the arisen stopped position of the leading cab 14 at least a threshold distance d _thresh . By adjusting the dividing distance d _sep , which allows the subsequent cab 12 to stop with normal braking parameters, the negative impact on the quality of movement of the subsequent cab 12, with the exception of the very fact of an unexpected stop, is largely, if not completely, eliminated.

If at any moment in time the controller 18 determines that at a given moment the actual distance d _act between the cabs 12 and 14 is less than the required separation distance d _sep and that the cabs 12 and 14 are moving in the shaft 16 in one direction, the controller 18 can reduce the speed of the subsequent cab 12 to provide the required separation distance d _sep . By reducing the speed of the subsequent cab 12, the actual distance d _act between the leading cab 14 and the subsequent cab 12 is increased, and the normal braking distance d _{nst of the} subsequent cab 12 is reduced. Alternatively, the controller 18 can stop the subsequent cabin 12 at normal deceleration parameters and resume its movement only when the subsequent cabin 12 can serve its initial orders without repeatedly violating the separation distance d _sep .

In some embodiments, the controller 18 may delay the start of movement of the subsequent cabin 12 until the separation distance between the subsequent cabin 12 and the leading cabin 14 is large enough to satisfy inequality (2) for the point in time at which the subsequent cabin 12 begins to move up to your next destination. Moreover, in order to constantly maintain inequality (2), the controller 18 may not need to make frequent adjustments during the movement of the cabin 12. In particular, in one embodiment, a method is used to determine whether a delay in the start of movement of the subsequent cabin is needed. In this method, models are used for planning the trajectory of movement of each cabin, ensuring the fulfillment of the conditions presented in inequality (2) during the time when the next and leading cabs move in the same direction. Let θ ₁ (T) for 0≤T≤T ₁ be the planned position during T of the leading cabin, obeying the planning model of the trajectory of movement along which the cabin starts moving from its initial floor at time 0 and arrives at its destination floor at time T ₁ , and put θ _t (T) for 0≤T≤T _t is the planned position during T of the next cabin, obeying the planning model of the trajectory of movement along which the cabin starts moving from its initial floor at time 0 and arrives at its floor destination time T _t. Suppose that at a specific point in time the subsequent cabin 12 is on some floor and is ready to start moving to the destination floor, and the leading cabin 14 is already moving during the actual time T _run from its initial floor to its destination floor, with 0≤T _run ≤T _l . In this case, the controller 18 can give permission to start the movement of the subsequent cabin 12, only if the following condition is met:

where 0≤T≤min {T _t , T ₁ -T _run ); π _nst (T) - planned normal braking distance of the subsequent cab for time T; and π _ssl (T) is the planned shortest braking distance of the leading cab for time T.

Note that, since the leading cabin already moves during the actual time T _run , the only time interval when both cabs move lies between 0 and the minimum value from (a) the time of the subsequent cabin T _t and (b) the remaining time T ₁ -T _run , during which the subsequent cabin moves.

If inequality (3) holds, the subsequent cabin 12 can start moving without delay. However, if inequality (3) is not satisfied, the subsequent cabin 12 can wait a while and be re-calculated if the condition is satisfied (by then T _run will increase). Alternatively, you can determine the required delay by finding the minimum value of T _delay ≥0, satisfying the relation:

where 0≤T≤min {T _t , T _{1 -} T _run -T _deley }.

Note that the motion path planning models for θ ₁ (T), π _ss1 (T), θ _t (T), and π _nst (T) can be a simulation model, a numerical model, or an analytical expression.

In another embodiment, if the lower cabin 12 is to move upward, the upper cabin is stationary, and the distance between the upper cabin 14 and the destination intended for upward movement of the lower cabin 12 is less than the threshold distance d _thresh , the controller 18 may delay the upward movement of the lower cabin 12 to your destination, until the upper cabin travels a sufficient distance upward so that inequality (2) holds. Of course, the upward movement of the upper cabin 14 could occur simultaneously with the upward movement of the lower cabin to its destination. However, if the upper cabin is not ready to move upward at the appropriate moment in time (for example, due to a delay in boarding / alighting passengers), another way of potential non-compliance with d _thresh is for the controller 18 to stop the lower cabin 12 in these conditions corresponding to the satisfaction of inequality (2).

In yet another embodiment, if both cabs 12 and 14 move in the same direction in the shaft 16 and are separated by a real distance that is much larger than the separation distance d _sep , and if the lead cab 14 suddenly stops, the controller 18 can select stops in one of three ways. Firstly, the controller can immediately stop the subsequent cab 12 in normal braking mode. Secondly, the controller 18 can enable the subsequent cab 12 to continue moving until the actual distance between the cabs 12 and 14 becomes equal to the dividing distance d _sep , and at this point stop the subsequent cab 12 in normal braking mode. Thirdly, the controller can cause the car 12 to continue moving for a certain distance, after which it starts to stop the car in normal braking mode, and the car 12 will end the movement in the position in which it will be at the door (s) of the elevator shaft on a certain floor, so that the passengers of the subsequent cabin 12 will be able to leave it in the usual way.

It should be noted that, although the presented options relate to situations where both cabs 12 and 14 are moving up, a similar technique can be used in the elevator system 10, if both cabs 12 and 14, moving up, move down. In this case, cabin 12 would become a leading cabin, and cabin 14 would become a subsequent cabin.

2 is a graph showing, as a function of time, the location X _{1 of the} leading car 14 and the location X _{t of the} subsequent car 12 when they move in the same direction in the elevator shaft 16. In particular, curve 30 depicts, as a function of time, the location X _{t of the} subsequent cabin 12 moving in normal operating mode, and curve 32 depicts, as a function of time, the location X _{1 of the} leading cabin 14 moving in normal operating mode in accordance with the movement profile of the leading cabin 14 stored in the controller 18. Curve 34 shows the time dependence of the location Y ₁ (T) of the leading cabin 14, stopped at maximum deceleration (for example, when the emergency brake is applied). In other words, if the leading cabin 14 is stopped at maximum deceleration at any time indicated on curve 32, then it will be in the corresponding location on curve 34 (i.e., X ₁ + d _ss1 ), which is marked on curve 34 immediately above the time on curve 32, at which the maximum deceleration occurred, that is, although the leading cabin 14 will stop (counting along curve 34) at a point in time that is after the moment of time (counting along curve 32) at which the maximum deceleration occurs, stop ennoe location (on curve 34) shows at the same time for examination rooms. Curve 36 depicts, as a function of time, the stopped location Y _t (T) of the subsequent elevator car 12 during normal braking in accordance with the movement profile of the subsequent car 12 stored in the controller 18. In other words, if the subsequent car 12 is stopped during normal deceleration at any time time marked on curve 30, then it will be at the corresponding location on curve 36 (i.e., X _t + d _sst ). which is marked on curve 36 immediately above the point in time on curve 30 at which normal deceleration occurred, that is, although the subsequent booth 12 will stop (counting along curve 36) at the point in time that is after the moment of time (counting along curve 30), which a normal deceleration occurred, the stopped location (on curve 36) is shown at the same moment in time for convenience of consideration.

In order to ensure the removal of the cabs to the dividing distance d _sep from the very beginning of their movement, cab 14 begins to move at time 0 s, as shown by curve 32, while cab 12 remains at its original position, as shown by curve 30. Time during which the cabin 12 is held in its initial position is designated as a delay time. In the present embodiment, the delay time t _{delay is} approximately 3.72 s. After the delay time t _delay expires, the controller 18 starts upward movement of the cab 12. In some embodiments, the delay time t _{delay is} set so that inequality (2) is satisfied from the moment the next cab 12 starts moving up until all requests are made by the next cab 12 when it upward movement. In other words, the delay time t _delay can be set so that in front of the controller 18 there is no need for frequent adjustment of the cabin 12 to constantly perform inequality (4). In other embodiments, the t _delay may be longer than necessary so as to provide a buffer safety time in the elevator system 10, and all errors in determining the separation distance d _sep can be taken into account in this safety buffer time. To enable the subsequent cabin 12 to move as close as possible behind the leading cabin 14 while observing d _sep so that the subsequent cabin 12 can always stop in normal braking mode, the dispatching system of the elevator system 10 is improved in such a way that safety and quality of movement are taken into account.

In another embodiment of the present invention, if the booths 12 and 14 are assigned to move in the same direction, but they are separated by a distance that is much greater than the dividing distance d _sep , the subsequent booth 12 may receive a movement command before the leading booth 14 receives such a command. In this case, the delay time of the leading cabin 14 is actually a negative value. Of course, if for some reason the leading cab 14 does not start moving as originally planned, and the actual distance between the cabs 12 and 14 becomes equal to the separation distance d _sep , the controller 18 can command the subsequent cab 12 to conditionally stop in normal braking mode . If the destination of the subsequent cab 12 comes into conflict with the current position of the leading cab 14, the controller 18 can instruct the subsequent cab 12 to make a conditional stop in normal braking mode until the leading cab 14 starts moving away from the subsequent cab 12 and thereby ensuring that the subsequent cabin 12 reaches its destination.

The controller 18 monitors the distance between the cabs 12 and 14 to ensure that the distance between the location on curve 36 of the subsequent booth 12 stopped in normal operation and the location on the curve 34 of the emergency stopped lead cab 14 is always maintained at least equal to the threshold distance d _thresh . For example, at a point corresponding to approximately 12.5 s, location 38 (corresponding to approximately sixteenth floor) of the subsequent cabin 12 stopped in normal braking mode is at a predetermined threshold distance d _thresh from location 40 of the leading cabin 14 stopped (at approximately seventeenth) in maximum deceleration mode floor).

The present invention relates to maintaining the separation distance between leading and subsequent cabs moving in the elevator shaft in one direction. The shortest braking distance of the leading cab and the normal braking distance of the subsequent cab can be continuously (or periodically) determined. The distance between the cabs is adjusted so that at any time the difference between the normal braking distance of the subsequent cab and the shortest braking distance of the leading cab would be greater than or equal to the threshold distance. By adjusting the distance between the cabs moving in the same direction, it is possible to avoid a collision between the cabs even if the leading cab gets into an emergency. In addition, if the leading cabin is forced to make a sudden, emergency stop, the subsequent cabin can stop at normal deceleration parameters, which minimizes the impact on the quality of movement of the subsequent cabin. At the same time, by ensuring that the subsequent cabin 12 can move as close as possible behind the leading cabin 14 while maintaining the distance so that the subsequent cabin 12 can always stop in normal braking mode, the dispatching parameters of the elevator system 10 are improved so that safety and quality of movement.

The foregoing discussion is intended to illustrate the present invention and should not be construed as limiting the appended claims to any particular embodiment or group of embodiments. Therefore, although the present invention is described in private details with reference to specific illustrative options for its implementation, it should be clear that it can be made numerous changes and modifications without going beyond the extended and envisaged scope of the invention established by the following claims.

Accordingly, the description and drawings are to be regarded as illustrative and not intended to limit the appended claims. In the light of the above description of the present invention, a person skilled in the art should understand that there may be other embodiments and modifications without departing from the scope and essence of the present invention. Accordingly, all modifications available to a person skilled in the art from the present description within the scope of the present invention should be included as additional embodiments of the invention. The scope of the invention should be defined as described in the following claims.

Claims (15)

1. The method of maintaining the separation distance in a multi-cabin elevator shaft between leading and subsequent elevator cars, moving in the same direction in the elevator shaft, characterized by determining the shortest braking distance of the leading cabin and the normal braking distance of the subsequent cabin and then adjusting the distance when the difference between the normal braking distance of the subsequent cabin and the shortest braking distance of the leading cab of a greater or equal threshold distance, while controlling before starting booths izheniya delay the onset of the subsequent movement of the car to reach between advanced and subsequent cabins distance at least equal to the separation distance, characterized in that the delayed onset of the subsequent movement of the car is determined scheduled time _t 0≤T≤T movement position θ _t and the normal brake the path π _{nst of the} subsequent cab, the planned travel time 0≤T≤T ₁ , the location θ ₁ and the shortest stopping distance π _{ss1 of the} leading cab, and verify that the condition is met:
| (θ ₁ (T + T _run ) + π _ss1 (T + T _run )) - (θ _t (T) + π _nst (T) | ≥d _thresh ,
where 0≤T≤min {T _t , T ₁ -T _run }, where T _run is the actual travel time of the leading cab, d _thresh is the threshold distance, and 0≤T _run ≤T ₁ . 2. The method according to claim 1, characterized in that the determination of braking distances and regulation of the distance when moving ahead and / or subsequent cabs in the elevator shaft is repeated many times. 3. The method according to claim 1, characterized in that during regulation the subsequent cab is stopped or its speed is reduced when the difference between the normal braking distance of the subsequent cab and the shortest braking path of the leading cab of a smaller threshold distance. 4. The method according to claim 1, characterized in that when determining the shortest braking distance of the leading cabin, at least one driving parameter of the leading cabin is selected, selected from the group including speed, direction, acceleration, loading and rate of change of acceleration of the leading elevator car. 5. The method according to claim 4, characterized in that the stopping distance of the leading cabin at maximum deceleration is determined by at least one measured motion parameter. 6. The method according to claim 1, characterized in that the shortest braking distance of the leading cab is an emergency braking distance. 7. The method according to claim 1, characterized in that when determining the normal braking distance of the subsequent cab, at least one parameter of its motion is selected, selected from the group including speed, direction, acceleration, loading and change of acceleration. 8. The method according to claim 7, characterized in that the stopping distance is determined at an adjustable braking intensity by means of at least one measured motion parameter of the subsequent cab. 9. The method according to claim 1, characterized in that the threshold distance is at least about one floor height. 10. The elevator system, including the elevator shaft, the first leading and second subsequent elevator cabs located in the elevator shaft, and a controller configured to move the first and second cabs in one direction, maintaining the separation distance between the cabs with the difference between the normal brake by means of the subsequent cabin and the shortest braking distance of the leading cabin of a greater or equal threshold distance and delaying the start of movement of the subsequent cabin until it reaches between the leading cabin and the next cabin of a distance of at least equal to the dividing distance when the said cabs move in one direction in the elevator shaft, characterized in that the controller is configured to delay the start of movement of the subsequent elevator car by determining the planned time 0≤T≤T _t of the subsequent car, location θ ₁ and normal braking distance π _{nst of the} subsequent cab, time 0≤T≤T ₁ of the advance cab movement, location θ ₁ and the shortest braking distance π _{ss1 of the} subsequent cab and checking Lneniya conditions:
| (θ ₁ (T + T _run ) + π _ss1 (T + T _run )) - (θ _t (T) + π _nst (T) | ≥d _thresh ,
where 0≤T≤min {T _t , T ₁ -T _run }, T _run is the actual time of movement of the leading cabin, d _thresh is the threshold distance, and 0≤T _run ≤T ₁ . 11. The system of claim 10, characterized in that the normal braking distance of the subsequent cab is a function of at least one of its motion parameters selected from the group including speed, direction, acceleration, loading and changing the acceleration of the subsequent cab under normal operating conditions. 12. The system of claim 10, characterized in that the shortest braking distance of the leading cab is a function of at least one of its motion parameters selected from the group including speed, direction, acceleration, loading and changing the acceleration of the leading cab in emergency operating conditions. 13. The system of claim 10, characterized in that the shortest braking distance is the emergency braking distance. 14. The system of claim 10, wherein the threshold distance is at least approximately the height of one floor. 15. The system of claim 10, wherein the controller is configured to reduce the speed of the subsequent cabin or stop it when the difference between the normal braking distance of the subsequent elevator car and the shortest braking distance of the leading elevator car is less than the threshold distance.

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