Autonomous elevator car mover configured to prevent derailment

Abstract

The present invention relates to an autonomous elevator car mover configured to prevent derailment, and in particular discloses an elevator system configured to control the movement of an elevator car in a shaft, the shaft having a transfer station end configured to receive a transfer station, the system comprising: a car mover operatively connected to the elevator car so as to move the elevator car in the shaft, wherein the car mover is configured to stop when approaching the transfer station when the transfer station is not available.

Description

Technical Field

[0001] Embodiments described herein relate to a multi-car elevator system and, more particularly, to an autonomous elevator car mover configured to prevent derailment. Background Art

[0002] The autonomous elevator car mover may use motor driven wheels to propel the elevator car up and down on vertical track beams, which may be I-beams with respective webs forming the front and rear track surfaces. The two elements to this system include: the elevator car, which will be guided by roller guides on conventional T-rails; and the autonomous car mover, which will house two (2) to four (4) motor driven wheels. The operational goal of the car mover is to prevent derailment when the transfer station is unavailable for the wheels. Summary of the invention

[0003] An elevator system is disclosed, the elevator system being configured to control movement of an elevator car in a hoistway having a transfer station end configured to receive a transfer station, the system comprising: a car mover operatively connected to the elevator car to move the elevator car in the hoistway, wherein the car mover is configured to stop when proximate to the transfer station when the transfer station is not available.

[0004] Additionally or alternatively to one or more aspects of the system, the car mover is configured to be stopped by controlling one or more of a service brake and a safety brake operatively connected to the car mover and powered for movement in the hoistway.

[0005] Additionally or alternatively to one or more aspects of the system, the car mover is configured to stop upon determining that the car mover is within a predetermined distance of the transfer station.

[0006] Additionally or alternatively to one or more aspects of the system, the car mover is configured to determine from sensor data that the car mover is within a predetermined distance of the transfer station, wherein the sensor data is obtained from a sensor operatively connected to the car mover.

[0007] Additionally or alternatively to one or more aspects of the system, the car mover is configured to determine that the car mover is within a predetermined distance of the transfer station when a limit switch operatively connected to the car mover is engaged by the actuator within a predetermined distance of the transfer station.

[0008] In addition or as an alternative to one or more aspects of the system, the motion buffer is configured to engage a barrier that is positioned adjacent a transfer station end of the hoistway and is deployed into a path of travel of a car mover or elevator car when the transfer station is unavailable, wherein the car mover stops when the motion buffer engages the barrier, and wherein the motion buffer is configured to resist forces generated by engagement of the motion buffer with the barrier.

[0009] In addition or as an alternative to one or more aspects of the system, a barrier is positioned adjacent a transfer station end of the hoistway and deployed into the path of travel of a car mover or elevator car when the transfer station is unavailable, wherein the car mover stops when the barrier is engaged, and wherein the barrier is configured to resist forces generated by engagement with the barrier.

[0010] In addition or as an alternative to one or more aspects of the system, one or both of the barrier and the buffer are configured to be in a deployed state when the transfer station is unavailable and in a retracted state when the transfer station is available, wherein, in the deployed state, the barrier extends into the path of travel of the car mover or elevator car to block access to the transfer station, and, in the retracted state, the barrier is located outside the path of travel of the car mover or elevator car.

[0011] Additionally or alternatively to one or more aspects of the system, the barrier is configured to automatically transition to the deployed state when the transfer station is unavailable.

[0012] In addition or as an alternative to one or more aspects of the system, the transfer station end is a lower transfer station end and the transfer station is a lower transfer station and wherein the hoistway defines an upper transfer station end configured to receive an upper transfer station and wherein the car mover is configured to stop when proximate the upper transfer station upon determining that the upper transfer station is unavailable.

[0013] In addition or as an alternative to one or more aspects of the system, the motion buffer is a lower motion buffer and the barrier is a lower barrier and the upper motion buffer is operatively connected to the elevator car and is configured to engage the upper barrier positioned adjacent to the upper transfer station and to deploy into the travel path of the car mover or the elevator car when the upper transfer station is unavailable, wherein the car mover is configured to stop when the upper motion buffer engages the upper barrier.

[0014] Further disclosed is a method of operating an elevator system to control movement of an elevator car in a hoistway having a transfer station end configured to receive a transfer station, the method comprising: moving the elevator car in the hoistway via a car mover operatively connected to the elevator car; and stopping via the car mover when approaching the transfer station when the transfer station is not available.

[0015] Additionally or alternatively to one or more aspects of the method, the method includes stopping via the car mover by controlling one or more of a main brake and a safety brake operatively connected to the car mover and controlling power used to move the car mover.

[0016] Additionally or alternatively to one or more aspects of the method, the method includes stopping via the car mover upon determining that the car mover is within a predetermined distance of the transfer station.

[0017] Additionally or alternatively to one or more aspects of the method, the method includes determining, by the car mover, from sensor data indicating that the car mover is within a predetermined distance of a transfer station, wherein the sensor data is obtained from a sensor operatively connected to the car mover.

[0018] In addition or as an alternative to one or more aspects of the method, the method includes determining, by the car mover, that the car mover is within a predetermined distance of the transfer station when a limit switch operatively connected to the car mover is engaged by an actuator within a predetermined distance of the transfer station.

[0019] In addition to or as an alternative to one or more aspects of the method, the method includes engaging a motion buffer with a barrier positioned adjacent to a transfer station and, when the transfer station is unavailable, deploying into a path of travel of a car mover or an elevator car, stopping by the car mover when the motion buffer engages the barrier, and resisting forces generated by engagement of the motion buffer with the barrier via the motion buffer.

[0020] In addition to or as an alternative to one or more aspects of the method, the method includes: engaging a barrier positioned adjacent to a transfer station and, when the transfer station is unavailable, deploying into a path of travel of a car mover or an elevator car, stopping by the car mover when engaged with the barrier; and resisting, by the barrier, forces generated by engagement with the barrier.

[0021] In addition to or as an alternative to one or more aspects of the method, the method includes one or both of the barrier and the motion buffer being in one of a deployed state when the transfer station is unavailable and a retracted state when the transfer station is available, wherein, in the deployed state, the barrier extends into the path of travel of the car mover or elevator car to block access to the transfer station, and, in the retracted state, the barrier is located outside the path of travel of the car mover or elevator car.

[0022] Additionally or alternatively to one or more aspects of the method, the method includes the barrier automatically transitioning to the deployed state when the transfer station is unavailable. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The subject matter which is regarded as the invention is particularly pointed out and distinctly claimed in the claims at the conclusion of the specification. The foregoing features and advantages and other features and advantages of the invention are apparent from the following detailed description taken in conjunction with the accompanying drawings, in which:

[0024] Figure 1 is a schematic diagram of an elevator car and car mover located in a hoistway passage according to an embodiment;

[0025] Figure 2 A car mover according to an embodiment is shown;

[0026] Figure 3 A hoistway configured with a transfer station according to an embodiment is shown;

[0027] Figure 4 A method of stopping a motion of a car mover including a motion stopping device located within a hoistway is shown. Figure 3 access to the hoistway; and

[0028] Figure 5 is a flow chart illustrating the operation of a car mover utilizing a motion stopping device according to an embodiment. DETAILED DESCRIPTION

[0029] Figure 1 A self-propelled or ropeless elevator system (elevator system) 10 in an exemplary embodiment that can be used in a structure or building 20 having multiple levels or floors 30a, 30b is depicted. The elevator system 10 includes a hoistway 40 (or elevator shaft) defined by the boundaries carried by the building 20, and a plurality of cars 50a-50c adapted to travel in any number of directions of travel (e.g., upward and downward) along elevator car tracks 65 (which can be T-shaped rails) in a hoistway passage 60. The hoistway 40 may also include a top terminus 70a and a bottom terminus 70b.

[0030] For each of the cars 50a-50c, the elevator system 10 includes one of a plurality of car mover systems (car movers) 80a-80c (otherwise referred to as beam climber systems or beam climbers for reasons explained below). The elevator car 50a and its car mover 80a may generally be referred to herein as the elevator car 50 and its car mover 80.

[0031] The car mover 80 is configured to move along a car mover track beam 111 (which is otherwise referred to as a track beam or guide beam and can be an I-beam) and specifically along a car mover track surface 112 (which is otherwise referred to as a track) of the track beam 111. This operation moves the elevator car 50 along the hoistway passage 60. The car mover 80 can be positioned to engage the top 90a of the car 50, the bottom 91a of the car 50, or any other desired location. Figure 1 , the car mover 80 engages the bottom 91a of the car 50.

[0032] A supervisory center 92 (also referred to as a supervisory controller) for the elevator system 10 may be included, which may be configured with a car mover controller 115 ( Figure 1 , discussed below) to communicate with a sufficient processor discussed below. The supervisory controller 92 can provide some level of supervisory instructions, pass notifications, warnings, relay information bidirectionally, and the like. The supervisory controller 92 can communicate using wireless or wired transmission paths as indicated below. As discussed further below, the transmission channel can be direct or via a network 93, and can include a cloud service 94. Data can be transmitted in raw form or can be transmitted in the car mover controller 115 ( Figure 2 ), is processed in whole or in part at any of the supervisory controller 92 or the cloud service 94, and such data may be spliced ​​together or transmitted as separate packets.

[0033] The hoistway may have a power source 120 ( Figure 2 , discussed below). For example, one charging station 95a may be located at the top terminus 70a of the passage 60 of the shaft 40, and another charging station 95b may be located at the bottom terminus 70b or any other desired location. For example, there may be a terminus or charging station at one or more intermediate floors. There may also be charging stations at other locations throughout the shaft.

[0034] Figure 2 is a perspective view of an elevator system 10 including an elevator car 50, a car mover 80, a controller 115, and a power source 120. Figure 1 Although illustrated as being separated from the car mover 80, the embodiments described herein may be applicable to a controller 115 that is included in the car mover 80 (i.e., moves through the hoistway 40 with the car mover 80) as a control unit 123 in combination with a power source 121, and may also be applicable to a controller that is positioned away from the car mover 80 (i.e., remotely connected to the car mover 80 and stationary relative to the car mover 80).

[0035] Despite Figure 1 Although illustrated as being separated from the car mover 80, the embodiments described herein may be applicable to a power source 120 that is included in the car mover 80 (i.e., moves through the hoistway 40 with the car mover 80), and may also be applicable to a power source that is positioned away from the car mover 80 (i.e., is remotely connected to the car mover 80 and is stationary relative to the car mover 80).

[0036] The car mover 80 is configured to move the elevator car 50 within the hoistway 40 and along guide rails 109a, 109b extending vertically through the hoistway 40. In an embodiment, the guide rails 109a, 109b are T-beams. The car mover 80 includes one or more electric motors 132a, 132b (the motors are generally referred to as 132). The electric motors 132a, 132b are ... by moving the electric motors 132a, 132b in pairs (a first pair 134a, 134b and a second pair 134c, 134d) against respective guide beams 111a, 111b (e.g., together forming the car mover track beams 111 ( Figure 1 )) One or more motorized wheels 134a, 134b, 134c, 134d pressed rotate to move the car mover 80 within the hoistway 40. In an embodiment, the guide beams 111a, 111b are I-beams. It is understood that although an I-beam is illustrated, any beam or similar structure can be utilized with the embodiments described herein. The friction between the wheels 134a, 134b, 134c, 134d driven by the electric motors 132a, 132b allows the wheels 134a, 134b, 134c, 134d to climb up 21 and down 22 along the guide beams 111a, 111b. The guide beams extend vertically through the hoistway 40. It is understood that although two guide beams 111a, 111b are illustrated, the embodiments disclosed herein can be utilized with one or more guide beams. It is also understood that, although two electric motors 132a, 132b are illustrated, the embodiments disclosed herein can be applicable to a car mover 80 having one or more electric motors. For example, the car mover 80 can have one electric motor for each of the four wheels 134a, 134b, 134c, 134d (generally, wheels 134). The electric motors 132a, 132b can be permanent magnet electric motors, asynchronous motors, or any electric motor known to those skilled in the art. In other embodiments not illustrated herein, another configuration can have powered wheels located at two different vertical locations (i.e., at the bottom and top of the elevator car 50a).

[0037] The first guide beam 111a includes a web portion 113a and two flange portions 114a. The web portion 113a of the first guide beam 111a includes a first surface 112a and a second surface 112b opposite to the first surface 112a. The first wheel 134a contacts the first surface 112a, and the second wheel 134b contacts the second surface 112b. The first wheel 134a may contact the first surface 112a through a tire 135, and the second wheel 134b may contact the second surface 112b through the tire 135. The first wheel 134a is compressed by the first compression mechanism 150a against the first surface 112a of the first guide beam 111a, and the second wheel 134b is compressed by the first compression mechanism 150a against the second surface 112b of the first guide beam 111a. The first compression mechanism 150a compresses the first wheel 134a and the second wheel 134b together to clamp onto or against the web portion 113a of the first guide beam 111a.

[0038] The first compression mechanism 150a can be a metal spring mechanism or an elastomeric spring mechanism, a pneumatic mechanism, a hydraulic mechanism, a turnbuckle mechanism, an electromechanical actuator mechanism, a spring system, a hydraulic cylinder, a motorized spring device or any other known force actuation method.

[0039] First compression mechanism 150a may be adjustable in real time during operation of elevator system 10 to control compression of first and second wheels 134a, 134b on first guide beam 111a. First and second wheels 134a, 134b may each include a tire 135 to increase traction with first guide beam 111a.

[0040] The first surface 112a and the second surface 112b extend vertically through the hoistway 40, thereby creating a track surface 112 for the first wheel 134a and the second wheel 134b to travel on. The flange portion 114a (which can be referred to as a track beam sidewall) can act as a guardrail to help guide the wheels 134a, 134b along the track surface and thus help prevent the wheels 134a, 134b from running off the track surface.

[0041] The first electric motor 132a is configured to rotate the first wheel 134a to climb along the first guide beam 111a upward 21 or downward 22. The first electric motor 132a may further include a first motor brake 137a to slow down and stop the rotation of the first electric motor 132a.

[0042] The first motor brake 137a may be mechanically connected to the first electric motor 132a. The first motor brake 137a may be a clutch system, a disc brake system, a drum brake system, a brake on the rotor of the first electric motor 132a, an electronic brake, an eddy current brake, a magnetorheological fluid brake, or any other known braking system. The beam climber system 130 may also include a first rail brake 138a operably connected to the first rail 109a. The first rail brake 138a is configured to slow down the movement of the beam climber system 130 by clamping onto the first rail 109a. The first rail brake 138a may be a caliper brake acting on the first rail 109a on the beam climber system 130 or a caliper brake acting on the first rail 109 close to the elevator car 50.

[0043] The second guide beam 111b includes a web portion 113b and two flange portions 114b. The web portion 113b of the second guide beam 111b includes a first surface 112c and a second surface 112d opposite to the first surface 112c. The third wheel 134c is in contact with the first surface 112c, and the fourth wheel 134d is in contact with the second surface 112d. The third wheel 134c may be in contact with the first surface 112c through the tire 135, and the fourth wheel 134d may be in contact with the second surface 112d through the tire 135. The third wheel 134c is compressed by the second compression mechanism 150b against the first surface 112c of the second guide beam 111b, and the fourth wheel 134d is compressed by the second compression mechanism 150b against the second surface 112d of the second guide beam 111b. The second compression mechanism 150b compresses the third wheel 134c and the fourth wheel 134d together to clamp onto the web portion 113b of the second guide beam 111b.

[0044] Second compression mechanism 150b may be a spring mechanism, a turnbuckle mechanism, an actuator mechanism, a spring system, a hydraulic cylinder, and / or a motorized spring arrangement. Second compression mechanism 150b may be adjustable in real time during operation of elevator system 10 to control compression of third wheel 134c and fourth wheel 134d on second guide beam 111b. Third wheel 134c and fourth wheel 134d may each include a tire 135 to increase traction with second guide beam 111b.

[0045] The first surface 112c and the second surface 112d extend vertically through the well 117, thereby creating a track surface for the third wheel 134c and the fourth wheel 134d to travel on. The flange portion 114b can act as a guardrail to help guide the wheels 134c, 134d along the track surface and thus help prevent the wheels 134c, 134d from running off the track surface.

[0046] The second electric motor (otherwise referred to as a wheel drive motor or wheel motor) 132b is configured to rotate the third wheel 134c to climb up 21 or down 22 along the second guide beam 111b. The second electric motor 132b may also include a second motor brake 137b to slow down and stop the rotation of the second motor 132b. The second motor brake 137b may be mechanically connected to the second motor 132b. The second motor brake 137b may be a clutch system, a disc brake system, a drum brake system, a brake on the rotor of the second electric motor 132b, an electronic brake, an eddy current brake, a magnetorheological fluid brake, or any other known braking system. The beam climber system 130 includes a second rail brake 138b operably connected to the second rail 109b. The second rail brake 138b is configured to slow down the movement of the beam climber system 130 by clamping onto the second rail 109b. The second guide rail brake 138b may be a caliper brake that acts on the first guide rail 109a on the beam climber system 130 or a caliper brake that acts on the first guide rail 109a proximate the elevator car 50 .

[0047] The elevator system 10 may also include a position reference system (PRS) 113. The position reference system 121 (otherwise referred to as a sensor) may be mounted on a fixed portion located at the top of the hoistway 40, such as a support or guide rail 109, and may be configured to provide a position signal related to the position of the elevator car 50 within the hoistway 40. In other embodiments, the position reference system 121 may be mounted directly to a moving member of the elevator system (e.g., the elevator car 50 or the car mover 80) or may be located in other locations and / or configurations.

[0048] The position reference system 121 can be any device or mechanism for monitoring the position of the elevator car within the elevator shaft 117. As will be appreciated by those skilled in the art, the position reference system 121 can be, for example and without limitation, an encoder, a sensor, an accelerometer, an altimeter, a pressure sensor, a rangefinder, or other system, and can include velocity sensing, absolute position sensing, etc. The position reference system 121 can communicate with the car mover controller 115 wirelessly or via wired transmission using the protocols identified herein. The wireless transmission can be direct or via a network 93( Figure 1 ), and may include accessing the cloud service 94 ( Figure 1 The data from the position reference systems 121 may be sent in raw form, or may be compiled in whole or in part at any of the position reference systems 121, via edge computing, or at the car mover controller 115 or cloud service 94, and portions of the data in any such form may be spliced ​​together or transmitted as separate packets of information.

[0049] The controller 115 may be an electronic controller including a processor 116 and an associated memory 119, the memory 119 including computer executable instructions that, when executed by the processor 116, cause the processor 116 to perform various operations. The processor 116 may be, but is not limited to, a single processor or multi-processor system in any of a variety of possible architectures including homogeneously or heterogeneously arranged field programmable gate arrays (FPGAs), central processing units (CPUs), application specific integrated circuits (ASICs), digital signal processors (DSPs), or graphics processing units (GPUs) hardware. The memory 119 may be, but is not limited to, a random access memory (RAM), a read-only memory (ROM), or other electronic, optical, magnetic, or any other computer-readable medium.

[0050] Controller 115 is configured to control the operation of elevator car 50 and car mover 80. For example, controller 115 may provide a drive signal to car mover 80 to control acceleration, deceleration, leveling, stopping, and the like of elevator car 50.

[0051] Controller 115 may also be configured to receive position signals from position reference system 121 or any other desired position reference device. Data transmitted between controller 115 and position reference system 121 may be obtained and processed separately and stitched together or processed at one of the two components, and may be processed in raw or compiled form.

[0052] When moving up 21 or down 22 along the guide rails 109a, 109b in the hoistway 40, the elevator car 50 can stop at one or more floors 30a, 30b as controlled by the controller 115. In one embodiment, the controller 115 can be remotely located or located in the cloud. In another embodiment, the controller 115 can be located on the car mover 80.

[0053] The power source 120 for the elevator system 10 can be any power source, including grid power and / or battery power, which is supplied to the car mover 80 in combination with other components. In one embodiment, the power source 120 can be located on the car mover 80. In an embodiment, the power source 120 is a battery included in the car mover 80. The elevator system 10 can also include an accelerometer 107 attached to the elevator car 50 or the car mover 80. The accelerometer 107 is configured to detect the acceleration and / or velocity of the elevator car 50 and the car mover 80.

[0054] Go to Figure 3, the car mover 80 disclosed above can utilize a transfer station 200 (or robotic transporter) that enables lateral movement, so that the elevator car 50 can be removed from one hoistway passage 60a and inserted into another hoistway passage 60b, moved into a storage space or moved into a maintenance area, etc. This can result in a "dynamic length hoistway" for the elevator car 50, wherein the effective positions of the top range of motion and the bottom range of motion will change depending on whether a transfer station 200 is present.

[0055] Go to Figure 4 , the elevator system 10 is configured to control the movement of an elevator car 50 in a hoistway 40. The hoistway 40 (i.e., via a hoistway passage 60) has a bottom transfer station end 210a and a top transfer station end 210b (generally referred to as the transfer station end 210) configured to receive a transfer station 200. In other configurations, there may be a transfer station at one or more intermediate floors or at other locations throughout the hoistway. The system includes a car mover 80 that is operatively connected to the elevator car 50 so as to move the elevator car 50 in the hoistway 40.

[0056] According to an embodiment, the car mover 80 is configured with a motion stop feature, such as to enable the car mover 80 to stop at one or both of the top and bottom of the hoistway 40 (defining an upper transfer station end and / or a lower transfer station end) when near the transfer station end 210 when the transfer station 200 is unavailable. As indicated herein, the motion stop feature may be in the form of a controllable stop feature that can be controlled by the controller 115 ( Figure 2 ) and / or in the form of hardware-implemented control that is operatively connected to the controller 115 or operates independently of the controller 115. Figure 3 As shown in FIG. 1 , station 200 may be unavailable because station 200 is in the process of transferring another elevator car 50. Car mover 80 may be configured to operate by controlling a main brake and a safety brake operatively connected to a controller (e.g., Figure 2 In another embodiment, the car mover 80 can be configured to stop by stopping the movement of the drive wheels.

[0057] In one embodiment, the car mover 80 can be configured to stop upon determining that the car mover 80 is within a predetermined distance D1, which can be any desired distance, such as between six inches and thirty-six inches of the transfer station end 210 of the hoistway 40. In one embodiment, the car mover 80 can be configured to determine from sensor data that the car mover 80 is within a predetermined distance of the transfer station end 210 of the hoistway 40. The sensor data can be obtained from a sensor 121 ( Figure 2 )get.

[0058] In one embodiment, the car mover 80 can be configured to determine that the car mover 80 is within a predetermined distance D1 of one or both of the top and bottom of the hoistway 40 when a limit switch 230 operatively connected to one or both of the top and bottom of the elevator car (defining an upper limit switch and / or a lower limit switch), for example, via the car mover 80 located at the bottom of the elevator car, is engaged by an actuator 240 located at a corresponding one or both of the top and bottom of the hoistway (defining an upper actuator and / or a lower actuator). In one embodiment, the actuator 240 is located in the hoistway 40, for example, connected to the rail 111. The actuator 240 can be within a predetermined distance of the transfer station end 210 of the hoistway 40. In other embodiments, the actuator 240 is operatively connected to the car mover 80 or the elevator car 50. The actuator 240 may wirelessly engage the limit switch 230 and / or the lockout device 260, for example, using Bluetooth, RFID, Wifi, Zigbee, Zwave, or other wireless platforms. In one embodiment, the actuator 240 should be able to physically engage the limit switch 230, for example, by contacting the limit switch 230 when the actuator 240 and the limit switch 230 are in proximity to each other. Some embodiments may use wireless connections, other embodiments may use physical connections, wired connections, and still other embodiments may use a combination of different types and platforms of connections.

[0059] A motion buffer 250 located at one or both of the top and bottom of the elevator car (e.g., via a car mover 80 located at the bottom of the elevator car) (defining an upper motion buffer and / or a lower motion buffer) is configured to engage a barrier 260 (or a blocking device) located at one or both of the top and bottom of the hoistway (defining an upper barrier and / or a lower barrier), respectively, the barrier 260 being positioned adjacent the transfer station end 210 of the hoistway 40 and deployed into the path of travel of the car mover 80 or the elevator car 50 (which is illustrated as the same path of travel, however this is not a requirement) when the transfer station 200 is unavailable. When the motion buffer 250 engages the barrier 260, the car mover 80 stops. In one embodiment, the motion buffer 250 is operatively connected to the car mover 80. In other embodiments, the motion buffer 250 is operatively connected to the elevator car 50 or the hoistway 40. In one embodiment, motion buffer 250 is illustrated as a piston-type buffer as follows: for example, including a piston 270 located at one or both of the top and bottom of the elevator car (e.g., via a car mover 80 located at the bottom of the elevator car) (defining an upper piston and / or a lower piston), piston 270 is configured to resist the damping force generated by the engagement of motion buffer 250 with barrier 260. In other embodiments, motion buffer 250 can be a spring, an elastomer, or here a damper-type device. In one embodiment, barrier 260 acts as a motion buffer, for example, as a shock absorber.

[0060] One or both of the barrier 260 and the motion buffer 250 are configured to be in a deployed state when the transfer station 200 is unavailable and in a retracted state when the transfer station 200 is available. In the deployed state, the barrier 260 extends into the path of travel of the motion buffer 250 to block access to the transfer station end of the hoistway 40. In the retracted state, the barrier 260 is dragged outside the path of travel of the motion buffer 250 into a barrier housing 265 located at one or both of the top and bottom of the hoistway (defining an upper barrier housing and / or a lower barrier housing). The barrier 260 is configured to automatically transition to the deployed state when the transfer station 200 is unavailable. In one embodiment, in the absence of the motion buffer 250, the barrier 260 can be utilized, positioned and operated as indicated to be deployed in the path of the elevator and / or car mover. Thus, in the case of the above embodiment, as indicated, the car mover 80 is configured to stop when approaching either transfer station end 210 of the hoistway 40 upon determining that the corresponding transfer station 200 is unavailable.

[0061] Go to Figure 5, a flow chart illustrates a method of operating the elevator system 10 to control the movement of the elevator car 50 in the hoistway 40. As shown in block 510, the method includes moving the elevator car 50 in the hoistway 40 via the car mover 80 operatively connected to the elevator car 50. As shown in block 520, the method includes stopping via the car mover 80 when approaching the transfer station end 210 of the hoistway 40 when the transfer station 200 is unavailable.

[0062] As shown in block 530, the method includes stopping via the car mover 80 by controlling one or more of a main brake and a safety brake operatively connected to the car mover 80 and controlling power for moving the car mover 80. As shown in block 540, the method includes stopping via the car mover 80 upon determining that the car mover 80 is within a predetermined distance of the transfer station 200 end of the hoistway 40. As shown in block 550, the method includes determining, by the car mover 80, from sensor data indicating that the car mover 80 is within a predetermined distance of the transfer station end 210 of the hoistway 40. The sensor data is obtained from a sensor 121 operatively connected to the car mover 80. As shown in block 560, the method includes determining, by the car mover 80, that the car mover 80 is within a predetermined distance of the transfer station end of the hoistway when a limit switch 230 operatively connected to the car mover 80 is engaged by the actuator 240. In one embodiment, the actuator 240 is located in the hoistway 40. The actuator 240 is located within a predetermined distance of the transfer station end 210 of the hoistway 40. In other embodiments, the actuator 240 is operatively connected to the car mover 80 or the elevator car 50.

[0063] As shown in block 570, the method includes engaging motion buffer 250 with barrier 260 (or in embodiments without buffer 250, engaging barrier 260, such as with an elevator car or car mover), barrier 260 positioned adjacent to transfer station end 210 of hoistway 40 and deployed into the path of travel of car mover 80 or elevator car 50 when transfer station 200 is unavailable. In one embodiment, motion buffer 250 is operatively connected to car mover 80. In other embodiments, motion buffer 250 is operatively connected to elevator car 50 or hoistway 40. As shown in block 580, the method includes stopping by car mover 80 when engaging barrier 260. As shown in block 590, the method includes resisting a force generated by engagement with barrier 260. In embodiments with motion buffer 250, the force is resisted at least in part using motion buffer 250. In embodiments without motion buffer 250, barrier 260 may be configured to resist the force as a buffer.

[0064] As shown in block 600, the method includes one or both of the barrier 260 and the motion buffer 250 being in a deployed state when the transfer station 200 is unavailable, and in a retracted state when the transfer station is available. In the deployed state, the barrier 260 extends into the path of travel of the car mover 80 or the elevator car 50 to block access to the transfer station end 210 of the hoistway 40. In the retracted state, the barrier 260 is located outside the path of travel of the car mover 80 or the elevator car 50. As shown in block 610, the method includes the barrier 260 automatically transitioning to the deployed state when the transfer station 200 is unavailable.

[0065] Thus, the embodiments disclosed hereinabove provide systems and methods for ensuring that a self-propelled elevator car does not move through a space that can be safely traversed by implementing a limit switch type device that is enabled when a transfer station 200 is not present (which is capable of blocking or de-powering the propulsion means (car mover 80) located on the elevator car 50). The device can be mechanical and, when the device physically contacts the car mover 80 or the elevator car 50, the device blocks / de-powers the propulsion means. The device can be implemented electrically and transmits the stop / block / de-power command to the car mover 80. The system and method can be supplemented by a mechanical stop built into the hoistway 40 itself to prevent an unsuccessfully deactivated car mover 80 from continuing to derail. When a transfer station 200 is present, the blocking / de-powering device can be disabled so that the car mover 80 can be moved away from the fixed rails and moved into the transfer station 200 via the rails of the transfer station 200. Embodiments are functionally similar to safety chain items located on elevator cars 50, however, unlike traditional safety chains, embodiments can be enabled or disabled depending on the presence of transfer stations 200. Embodiments can be located at the ends (top and bottom) of hoistway 40 and only disable car mover 80 when car mover 80 approaches or physically contacts the device. Benefits of this system include preventing car mover 80 from running off the end of the hoistway rails when transfer stations 200 are not present.

[0066] The wireless connection identified above may apply protocols including local area network (LAN or WLAN for wireless LAN) protocols and / or private area network (PAN) protocols. LAN protocols include WiFi technology based on the section 802.11 standard from the Institute of Electrical and Electronics Engineers (IEEE). PAN protocols include, for example, Bluetooth Low Energy (BTLE), which is a wireless technology standard designed and marketed by the Bluetooth Special Interest Group (SIG) for exchanging data over a short distance using short-wavelength radio waves. PAN protocols also include Zigbee, which is a technology based on the section 802.15.4 protocol from IEEE that represents a set of advanced communication protocols for creating a personal area network using small low-power digital radio devices for low-power and low-bandwidth needs. Such protocols also include Z-Wave, which is a wireless communication protocol supported by the Z-Wave Alliance as follows: it uses a mesh network, thereby applying low-power radio waves to communicate between devices such as appliances, thereby allowing wireless control of the device.

[0067] Other applicable protocols include low power WAN (LPWAN), which is a wireless wide area network (WAN) designed to allow long-range communication at low bit rates so that terminal devices can use battery power to operate for extended periods of time (several years). Long range WAN (LoRaWAN) is a type of LPWAN maintained by the LoRa Alliance, and is a media access control (MAC) layer protocol for transmitting management messages and application messages between network servers and application servers, respectively. Such wireless connections can also include RFID technology for communicating with, for example, an integrated chip (IC) on a radio frequency identification (RFID) smart card. In addition, Sub-1Ghz RF devices operate in ISM (industrial, scientific and medical) spectrum bands below Sub 1Ghz (typically in the frequency range of 769-935 MHz, 315 Mhz and 468 Mhz). This spectrum band below 1Ghz is particularly useful for RF IOT (Internet of Things) applications. Other LPWAN-IOT technologies include narrowband IoT (NB-IOT) and Category M1 IoT (Cat M1-IOT). Wireless communications for the disclosed system may include cellular, such as 2G / 3G / 4G (etc.). The above is not intended to limit the scope of applicable wireless technologies.

[0068] The wired connection identified above may include a connection (cable / interface) according to RS (Recommended Standard)-422 (also known as TIA / EIA-422), a technical standard supported by the Telecommunications Industry Association (TIA) and created by the Electronic Industries Alliance (EIA) to specify the electrical characteristics of digital signaling circuits. The wired connection may also include a (cable / interface) according to the RS-232 standard for serial communication transmission of data, which formally defines the signal connected between a DTE (data terminal equipment) (such as a computer terminal) and a DCE (data circuit terminating equipment or data communication equipment) (such as a modem). The wired connection may also include a connection (cable / interface) according to the Modbus serial communication protocol managed by the Modbus organization. Modbus is a master / slave protocol designed for use with its programmable logic controller (PLC) and is a commonly available means of connecting industrial electronic devices. The wireless connection may also include a connector (cable / interface) according to the PROFibus (process field bus) standard managed by the international PROFIBUS & PROFINET (PI). PROFibus, a standard for fieldbus communication in automation technology, is publicly published as part of IEC (International Electrotechnical Commission) 61158. Wired communication can also be carried out through a controller area network (CAN) bus. CAN is a vehicle bus standard that allows microcontrollers and devices to communicate with each other in applications where there is no host computer. CAN is a message-based protocol published by the International Organization for Standardization (ISO). The above is not intended to limit the scope of applicable wired technologies.

[0069] As indicated, as the data is transmitted over the network between the terminal processors, the data may be transmitted in raw form or may be processed in whole or in part at any of the terminal processors or intermediate processors (e.g., at a cloud service or other processor). The data may be parsed, processed in part or in whole, or compiled at any of the processors, and may then be spliced ​​together or maintained as separate packets of information.

[0070] Each processor identified herein may be, but is not limited to, any single processor or multiprocessor system in a variety of possible architectures including field programmable gate arrays (FPGAs), central processing units (CPUs), application specific integrated circuits (ASICs), digital signal processors (DSPs), or graphics processing units (GPUs) hardware arranged homogeneously or heterogeneously. The memory identified herein may be, but is not limited to, random access memory (RAM), read-only memory (ROM), or other electronic, optical, magnetic, or any other computer-readable medium. The embodiment may be in the form of a process implemented by a processor and a device (such as a processor) for practicing those processes. The embodiment may also be in the form of a computer code (e.g., a computer program product), which is included in instructions embodied in a tangible medium (e.g., a non-temporary computer-readable medium) (such as a floppy disk, a CD ROM, a hard drive, a register on a processor as firmware, or any other non-temporary computer-readable medium), wherein when the computer program code is loaded into a computer and executed by the computer, the computer becomes a device for practicing the embodiment. The embodiments can also be in the form of computer program code (e.g., whether stored in a storage medium, loaded into and / or executed by a computer, or transmitted through a transmission medium, loaded into and / or executed by a computer, or transmitted through a transmission medium (such as, through electrical wiring or cabling, through optical fiber, or via electromagnetic radiation)), where when the computer program code is loaded into and executed by a computer, the computer becomes a means for practicing the exemplary embodiments. When implemented on a general-purpose microprocessor, the computer program code segments configure the microprocessor to create specific logic circuits.

[0071] The terms used herein are only for the purpose of describing specific embodiments and are not intended to limit the present disclosure. The term "approximately" is intended to include the degree of error associated with the measurement of a specific amount and / or manufacturing tolerances based on the equipment available at the time of filing this application. As used herein, unless the context clearly indicates otherwise, the singular forms "a", "an" and "the" are intended to also include plural forms. It will be further understood that the terms "comprises" and / or "comprising" when used in this specification indicate the presence of stated features, wholes, steps, operations, elements and / or components, but do not exclude the presence or addition of one or more other features, wholes, steps, operations, element components and / or combinations thereof.

[0072] Those skilled in the art will appreciate that various exemplary embodiments are shown and described herein, each having certain features of a particular embodiment, but the present disclosure is not limited thereby. Rather, the present disclosure can be modified to incorporate any number of variations, alterations, substitutions, combinations, sub-combinations, or equivalent arrangements that have not been described to date but are commensurate with the scope of the present disclosure. Additionally, while various embodiments of the present disclosure have been described, it will be understood that aspects of the present disclosure may include only some of the described embodiments. Therefore, the present disclosure will not be considered to be limited by the foregoing description, but only by the scope of the appended claims.

Claims

1. An elevator system configured to control movement of an elevator car in a hoistway, the hoistway having a transfer station end configured to receive a transfer station, The system comprises: a car mover operatively connected to the elevator car for moving the elevator car in the hoistway, wherein the car mover is configured to stop when approaching a transfer station when the transfer station is unavailable, wherein the car mover is configured to determine that the car mover is within a predetermined distance of the transfer station when a limit switch operatively connected to the car mover is engaged by an actuator within a predetermined distance of the transfer station, Wherein, the car mover is configured to stop by controlling one or more of a main brake and a safety brake operatively connected to the car mover and controlling power for moving in the hoistway when it is determined that the car mover is within a predetermined distance of the transfer station.

2. The elevator system according to claim 1, wherein: the car mover being configured to determine from sensor data that the car mover is within the predetermined distance of the transfer station, Wherein, the sensor data is obtained from a sensor operatively connected to the car mover.

3. The elevator system according to claim 1, wherein: A motion buffer is configured to engage a barrier positioned adjacent the transfer station end of the hoistway and deployed into a path of travel of the car mover or the elevator car when the transfer station is unavailable, wherein the car mover stops when the motion buffer engages the barrier, and wherein the motion buffer is configured to resist forces generated by engagement of the motion buffer with the barrier.

4. The elevator system according to claim 1, wherein: A barrier is positioned adjacent the transfer station end of the hoistway and deployed into the path of travel of the car mover or the elevator car when the transfer station is unavailable, wherein upon engagement of the barrier, the car mover stops, and wherein the barrier is configured to resist forces generated by engagement with the barrier.

5. The elevator system according to claim 3, wherein: in, One or both of the barrier and the buffer are configured to be in an extended state when the transfer station is unavailable and in a retracted state when the transfer station is available, wherein, in the deployed state, the barrier extends into the path of travel of the car mover or the elevator car to block access to the transfer station, and, In the retracted state, the barrier is outside of the path of travel of the car mover or the elevator car.

6. The elevator system according to claim 5, wherein: The barrier is configured to automatically transition to the deployed state when the transfer station is unavailable.

7. The elevator system according to claim 3, wherein: The transfer station end is a lower transfer station end, and, the transfer station is a lower transfer station, and wherein, The hoistway defines an upper transfer station end configured to receive an upper transfer station, and, Wherein, the car mover is configured to stop when approaching the upper transfer station when it is determined that the upper transfer station is unavailable.

8. The elevator system according to claim 7, wherein: The motion buffer is a lower motion buffer, and the barrier is a lower barrier, and an upper motion buffer operatively connected to the elevator car and configured to engage an upper barrier located adjacent the upper transfer station and to deploy into the path of travel of the car mover or the elevator car when the upper transfer station is unavailable, wherein the car mover is configured to stop when the upper motion buffer engages the upper barrier.

9. A method of operating an elevator system to control movement of an elevator car in a hoistway having a transfer station end configured to receive a transfer station, The method comprises: moving the elevator car in the hoistway via a car mover operatively connected to the elevator car, determining, by the car mover, that the car mover is within the predetermined distance of the transfer station when a limit switch operatively connected to the car mover is engaged by an actuator within the predetermined distance of the transfer station, When the transfer station is unavailable, stopping via the car mover when approaching the transfer station, wherein the car mover is stopped by controlling one or more of a main brake and a safety brake operatively connected to the car mover and controlling power for movement in the hoistway upon determining that the car mover is within a predetermined distance of the transfer station.

10. The method according to claim 9, comprising: An indication is determined by the car mover from sensor data indicating that the car mover is within the predetermined distance of the transfer station, wherein the sensor data is obtained from a sensor operatively connected to the car mover.

11. The method according to claim 9, comprising: engaging a motion buffer with a barrier, the barrier being positioned adjacent the transfer station and, when the transfer station is unavailable, deploying into the path of travel of the car mover or the elevator car, being stopped by the car mover when the motion buffer engages the barrier, and, Forces generated by engagement of the motion buffer with the barrier are opposed via the motion buffer.

12. The method according to claim 9, comprising: an engaging barrier that is positioned adjacent to the transfer station and that deploys into a path of travel of the car mover or the elevator car when the transfer station is unavailable, upon engagement with the barrier, being stopped by the car mover, and, Forces generated by engagement with the barrier are opposed by the barrier.

13. The method according to claim 11, comprising: One or both of the barrier and the motion buffer are in one of a deployed state when the transfer station is unavailable and a retracted state when the transfer station is available, wherein, in the deployed state, the barrier extends into the path of travel of the car mover or the elevator car to block access to the transfer station, and, In the retracted state, the barrier is outside of the path of travel of the car mover or the elevator car.

14. The method according to claim 13, comprising: The barrier automatically transitions to the deployed state when the transfer station is unavailable.

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