Method for operating a lifting device

Abstract

The invention relates to a method for operating a lifting system (50), in which the lifting system (1) has a lifting shaft, in which at least one first car (51a) can be operated, in which emergency braking of the first car (51a) is triggered if necessary in order to avoid a collision of the first car with a collision object (51b, 52W), in particular a second car (51b) or a shaft end (52W), in order to initiate the emergency braking, an emergency braking distance to the stop point (SP) is continuously calculated and compared with a current distance (d) of the first car to the collision object (51b, 52W), and in normal operation, a car-based deceleration value (b) is calculated, the deceleration values (b1, b2, b3) for the calculation being variable and being determined as a function of the driving situation.

Description

Technical Field

[0001] The invention relates to an operating method of a lifting device. Background Art

[0002] EP 3 224 175 B1 discloses a method for operating a lifting device with multiple cars. The cars are designed to travel individually in different directions of travel. The cars travel individually in continuous operation, and a stopping point is continuously predicted for each car in at least one direction of travel, at which the car can stop when necessary. The distance between the predicted stopping points of adjacent cars is continuously calculated, and when a negative distance between the stopping points is detected, the lifting device will enter a safety mode. In safety mode, emergency braking is performed to avoid a collision. By emergency braking, a collision can be reliably avoided. For this purpose, a theoretical deceleration value of the emergency brake is used in the calculation.

[0003] In the event of an emergency brake during downward travel, passengers can stand safely and can safely withstand the vertical upward braking force with their legs.

[0004] In the lifting device of the above method, emergency braking may also need to be performed during upward travel or during lateral travel. However, there is a significant risk of injury in emergency braking during upward travel or during lateral travel. In emergency braking during lateral travel, the passenger will inevitably be thrown sideways; while in emergency braking during upward travel, the passenger may lose ground support and be thrown headfirst to the top of the car.

[0005] Therefore, when applying a stopping point concept as in EP 3 224 175 B1, the deceleration values ​​for emergency braking during lateral travel and during upward travel must not be too great.

[0006] Smaller deceleration values ​​reduce the risk of injury, but in practice also result in longer stopping distances and stopping times. The car speed must therefore be reduced early when approaching a collision object in order to avoid emergency braking via the stopping point concept.

[0007] EP 1 698 580 B1 discloses a lifting device. A distance determination unit is provided for determining the actual distance between a car and an obstacle, such as another car or the end of a shaft. The critical distance is continuously calculated taking into account the current speed and the braking deceleration. If the actual distance is less than the critical distance, normal operation is exited and an emergency stop state is entered, in which the emergency stop brake decelerates the car within a short time. In this emergency stop state, the actual distance continues to be monitored. If it is still necessary, a capture state is initiated in a dangerous situation, in which a capture device is triggered, which can decelerate the car within a very short time, i.e. with an even greater deceleration. Summary of the invention

[0008] The object of the present invention is to provide an improved method for operating a lifting device.

[0009] The object on which the invention is based is achieved by a method and a lifting device according to the independent claims; various embodiments are the subject matter of the dependent claims and the description.

[0010] In order to avoid the risk of possible injury to passengers during emergency braking and at the same time to enable normal operation to be as fast as possible, different braking scenarios are now being introduced. These differ in the deceleration values ​​on which the calculation is based.

[0011] In the continuous check using the stopping point concept, it is continuously checked which deceleration value should be used when determining or calculating the necessity for emergency braking.

[0012] If emergency braking is performed with a larger deceleration value, the stopping point concept allows the car to approach the collision object with a smaller safety distance or a higher travel speed.

[0013] If emergency braking is performed with a smaller deceleration value, the stopping point concept allows the car to approach the collision object at a larger safety distance or at a lower travel speed.

[0014] The present invention now provides that a deceleration value for emergency braking is determined according to the current travel speed of the car, and emergency braking is performed when necessary based on the determined deceleration value.

[0015] The distance between the car and other objects therefore determines whether and which braking scenario is used to stop the car. This ensures that the passenger load is only as high as necessary and that a braking scenario with a shorter stopping distance can be selected if necessary during deceleration.

[0016] In particular, the present invention provides that, when the speed is low, the deceleration is performed with a larger deceleration value; and when the speed is high, the deceleration is performed with a smaller deceleration value.

[0017] It should be emphasized here that the deceleration here involves the use of safety brakes. The safety brakes will be triggered when the current driving situation may become unsafe, especially when the car approaches an obstacle at too high a speed and may collide.

[0018] Independent of this is the travel control of the car, which sets the speed of the car during normal operation.

[0019] The collision object may be, for example, an adjacent car in the shaft, a shaft end, in particular an upper shaft end of a vertical shaft or a lateral shaft end of a horizontal shaft. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The present invention will be further described by the following drawings, wherein:

[0021] Figure 1 A schematic diagram showing a lifting device according to the invention in sections;

[0022] Figure 2 The front view shows the section during the horizontal travel of the car. Figure 1 Lifting equipment in

[0023] Figure 3 The following diagram shows a section of the vertical travel of the two cars in two different variants. Figure 1 Lifting equipment in

[0024] Figure 4 A first characteristic diagram of emergency brake operating parameters is shown;

[0025] Figure 5 A second characteristic diagram of emergency brake operating parameters is shown;

[0026] Figure 6 Shown based on Figure 5 The characteristic diagram shows the comparison between the traditional braking process and the braking process according to the present invention. DETAILED DESCRIPTION

[0027] Figure 1 The parts of a lifting device 50 according to the invention are shown. The lifting device 50 comprises a fixed first guide rail 56, along which the car 51 can be guided by means of a backpack support and enables the car 51 to move between different floors. In two parallel shafts 52', 52", such first guide rail 56 arrangements are arranged parallel to each other, along which the car 51 can move.

[0028] The first guide rails 56 are vertically oriented in a first z-direction z1 (first hoistway 52') or vertically oriented in a second z-direction (second hoistway 52"). The car in one hoistway 52' can move along each corresponding first guide rail 56 essentially independently and without being affected by the car in another hoistway 52".

[0029] The lifting device 50 also includes a second fixed guide rail 57, along which the car 51 can be guided by means of a backpack-type support. The second guide rail 57 is oriented horizontally in the y direction so that the car 51 can be moved within a floor. In addition, the second guide rail 57 connects the first guide rails 56 of the two hoistways 52', 52" to each other.

[0030] The second guide rail 57 is thus also used to transfer the car 51 between the two shafts 52 ′, 52 ″, for example to carry out a modern automatic elevator (paternoster) operation.

[0031] The cage 51 can be transferred from the first guide rail 56 to the second guide rail 57 and vice versa via the third guide rail 58. The third guide rail 58 can be rotated about an axis parallel to the x direction and perpendicular to the yz plane spanned by the first and second guide rails 56, 57. The movement takes place along a predetermined direction of movement B. The rotation of the third guide rail is achieved by means of a drive device, not shown in further detail. The third guide rail 58 and the drive device 2 are components of the transfer device 1.

[0032] All guide rails 56, 57, 58 are at least indirectly fixed to at least one shaft wall of the shaft 52. The shaft wall defines a fixed reference system of the shaft. The concept of shaft wall also includes a shaft fixed frame structure that carries the guide rails. The rotatable third guide rail 58 is fixed to the rotating platform 53. The rotating platform 53 is supported by a support unit 71.

[0033] Such devices are basically described in WO 2015 / 144781 A1, DE 10 2019 201 511 A1, DE 10 2016 211 997 A1 and DE 10 2015 218 025 A1.

[0034] The lifting device is controlled by a control device 54. The control device 54 may include a plurality of decentralized sub-control units. The control device 54 is configured to trigger an emergency brake of the car.

[0035] pass Figure 2 and Figure 3 The concept of the stopping point is explained, which is already basically described in EP 3 224 175 B1. For a detailed description please refer to this document accordingly.

[0036] Figure 2 Here, the first cage 51a is shown during horizontal travel. It is constantly checked whether it is possible to ensure that the first cage 51a stops in time before or at the latest when the stopping point SP is reached by emergency braking, if necessary.

[0037] The calculation of the stopping point is based on the following parameters:

[0038] - the current travel speed v of the first cage 51a;

[0039] - A theoretical deceleration value, which is used to decelerate the first car 51a during emergency braking. The theoretical deceleration value used as a basis can be smaller than the actual deceleration value when emergency braking is actually performed, mainly to provide a higher safety margin. However, the theoretical deceleration value must never be greater than the actual deceleration value, otherwise the calculation will be based on safety that does not actually exist.

[0040] The deceleration values ​​are considered positive here; the greater the deceleration, the faster the car decelerates.

[0041] If the calculation results show that, under emergency braking and taking into account the above parameters, the first car 51a will not stop until it reaches or exceeds the stop point SP, the emergency braking is immediately triggered.

[0042] exist Figure 2 In the example of , the stop point is defined by the end of the horizontal travel path of the hoistway wall 52W, and the stop point represents the end of the horizontal hoistway. The stop point SP is static, that is, the position of the stop point does not change.

[0043] In order to ensure a safe stop without colliding with the shaft wall in the event of a fault, an overrun path U must be reserved between the rotating platform 53 and the shaft wall. In order to consider the stopping distance of all braking scenarios, this overrun path has been generally large so far. However, this is undesirable in terms of architectural planning because a large amount of construction space is required for this.

[0044] exist Figure 3 In the example of , the stopping point is defined by the second car 51b. The stopping point is dynamic and changes with the movement of the two cars.

[0045] Figure 3 A shows a situation where the first car 51a and the second car 51b are close to each other. If both cars start emergency braking at this time, the first car must stop at the marked stop point SP at the latest.

[0046] Figure 3 b shows a situation in which the first car 51a and the second car 51b move upward in the same direction. If both cars activate emergency braking at this time, the first car 51a must also stop at the marked stop point SP at the latest in this case. Since the second car 51b will continue to move during the emergency braking, the stop point SP (from the perspective of the first car 51a) may be located behind the current position of the second car 51b.

[0047] Figure 3 The stops shown in are dynamic stops.

[0048] According to the present invention, emergency braking is based on Figure 4 and Figure 5Correspondingly, the calculation of the stopping point is also based on these feature maps.

[0049] Therefore, a plurality of braking scenarios s1, s2, s3 are provided, in this example there are three braking scenarios.

[0050] The difference between these braking scenarios lies mainly in the assigned deceleration values ​​b1, b2, b3 ( Figure 4 In the first braking scenario s1, the first deceleration value b1 is used as the basis; in the second braking scenario s2, the second deceleration value b2 is used as the basis; and in the third braking scenario s3, the third deceleration value b3 is used as the basis.

[0051] The selection of the braking scenario is based on the current driving speed v. The higher the driving speed, the smaller the respectively assigned deceleration value b.

[0052] In the process of continuously calculating the stopping point, the current driving speed v is first determined; then the deceleration value b is determined based on the driving speed v, and the stopping point is calculated based on the deceleration value.

[0053] Figure 5 The characteristic diagram shows the triggering curves of different braking scenarios s1, s2, and s3.

[0054] For example, if the car is in the first operating state B1, the car is traveling at a speed v1 and the distance from the nearest stop point SP is d1. Since the distance to the stop point is far enough, the brake is not triggered. If the car continues to approach the stop point without deceleration (i.e., still at a speed v1), it reaches the second operating point B2 at a distance d2, which is on the trigger line of the first braking scenario s1. At this time, the emergency brake is triggered.

[0055] However, in normal operation, the car is always decelerated in time by conventional travel control before reaching the stop point, for example when approaching the end of the shaft. The third operating point B3 represents the state of the car, that is, compared with the second operating point, the car has been decelerated to speed v2 by conventional travel control.

[0056] The third operating point B3 is also located on the (extended) triggering line of the first braking scenario s1. However, due to Figure 4 The first braking scenario s1 is no longer applicable, but the second braking scenario s2 is applicable, so emergency braking will not be triggered. The car is traveling at speed v2, which is too slow for the first braking scenario, so the second braking scenario s2 is now applicable.

[0057] At the third operating point B3 , triggering of emergency braking according to other braking scenarios s2 , s3 is not currently considered, because the third operating point B3 has a second speed v2 which is not on or below the triggering line of the second or third braking scenario s2 , s3 .

[0058] The fourth operating point B4 represents a situation where the car is very close to the stopping point. At this time, the car moves at the third speed v3, so it is applicable Figure 4 However, since the fourth operating point B4 is still above the triggering line of the applicable third braking scenario s3, it will not be triggered.

[0059] It is important that all different braking scenarios occur in normal operation, i.e. before the emergency brake is activated. The concept of emergency braking also includes a multi-level safety procedure, which includes the activation of the arresting device. Emergency braking only acts as a safety backup when it is determined by the above methods that the normal operation has fallen below the stopping point distance.

[0060] As a comparative example, Figure 5 The fifth operating point B5 is marked in FIG. The distance d5 is exactly the same as the distance d4 of the fourth operating point B4. The speed v5 of the fifth operating point B5 is selected to be lower, so that the operating point is still slightly above the extended trigger line of the first braking scenario s 1. It can be seen that at the distance d5, the first braking scenario s 1 only allows a speed v5, which is significantly lower than the permissible speed d4 of the fourth operating point B4, which is still allowed by the third braking scenario s3.

[0061] A comparison of the fourth operating point B4 with the fifth operating point B5 shows that, thanks to the invention, the stop point SP can be approached at a significantly higher speed without having to decelerate prematurely to a very low speed level. This is based on the recognition that high deceleration values ​​at low speeds are tolerable in normal operation. Therefore, the risk of injury is low even at high decelerations, as long as the high deceleration occurs at low driving speeds. This is because in the case of high deceleration at low speeds, the passengers are only exposed to the high deceleration for a very short time.

[0062] Figure 6 This advantage is emphasized once again. C represents the braking behavior without a graded setting of the deceleration values. Curve C follows the trigger line of the first braking scenario s1 from above. I represents the braking behavior according to the invention. As a result, the stopping point can be approached significantly more "sportily", i.e. at a higher average driving speed and with a greater deceleration, especially in the final phase, thereby reducing the driving time on the one hand and the size of the overshoot path U on the other.

[0063] By braking at a significantly greater deceleration value at low speed, the transfer device ( Figure 3The overshoot path U after a) can be designed to be smaller. This is advantageous in building planning because less lateral space needs to be reserved in the hoistway.

[0064] Emergency braking can be performed using conventional safety brakes. Here, several safety brakes with different braking strengths can be connected in parallel, which are activated or deactivated depending on the braking scenario. Alternatively, the safety brake can be implemented by actively adjusting the preload spring, so that different deceleration values ​​can be set.

[0065] The deceleration value is determined based on Figure 4 Characteristic diagram of , which shows the hierarchical determination. A stepless determination can also be considered.

[0066] Description of Reference Numerals

[0067] 1 Transfer device

[0068] 2 Drive device

[0069] 50 Lifting equipment

[0070] 51 Car

[0071] 52 Well

[0072] 52W shaft wall

[0073] 53 Rotating Platform

[0074] 54 Control device

[0075] 56Fixed first rail

[0076] 57Fixed second rail

[0077] 58 Rotatable third rail

[0078] 60 transmission

[0079] 61 drive shaft

[0080] 62 driven shaft

[0081] 65 traction device

[0082] 64 driving gear

[0083] v,v1,v2,v3 car travel speed

[0084] dReference distance

[0085] b,b1,b2,b3 deceleration value

[0086] U Overshoot Path

Claims

1. A method for operating a lifting device (50), wherein the lifting device (1) has a lifting shaft, in which at least one first cage (51a) can be operated, In order to prevent the first car from colliding with a collision object (51b, 52W), in particular the second car (51b) or the end of the shaft (52W), the emergency brake of the first car (51a) is triggered when necessary. In normal operation, in order to initiate emergency braking, the emergency braking distance to the stopping point (SP) is continuously calculated and compared with the current distance (d) from the first car to the collision object (51b, 52W). The calculation is based on the deceleration value of the car (b), It is characterized in that The deceleration values ​​( b1 , b2 , b3 ) used for the calculation in normal operation are variable and are determined according to the driving situation.

2. The method according to claim 1, It is characterized in that The deceleration value (b1, b2, b3) is determined according to the travel speed (v1, v2, v3) of the first car.

3. The method according to claim 2, It is characterized in that determining a first deceleration value (b1, b2) when a first driving speed (v1, v2) is present, determining a second deceleration value (b2, b3) when a second driving speed (v2, v3) is present, The second driving speed (v2, v3) is lower than the first driving speed (v1, v2), and The second deceleration value (b2, b3) is greater than the first deceleration value (b1, b2).

4. The method according to any one of claims 1 to 3, It is characterized in that The collision object is the shaft end (52W) of the horizontal elevator shaft.

5. The method according to any one of claims 1 to 4, It is characterized in that In normal operation, emergency braking is initiated based on a comparison of the emergency braking distance with the distance (d) from the first car to the collision object (51b, 52W).

6. Lifting equipment (50), including at least one first fixed guide rail (56, 57) which is fixedly oriented in a first direction, in particular a vertical direction; at least one second fixed guide rail (57, 56) which is fixedly oriented in a second direction, in particular horizontally or parallel to the first direction; a plurality of cars (51) configured to travel along guide rails, at least one transfer device (1) for transferring the car from a first guide rail to a second guide rail and / or vice versa, The lifting device is operated by means of a method according to any one of claims 1 to 5.

7. Lifting device (50) according to the preceding claim, It comprises a control device (54) which is designed to control the lifting device, in particular by means of a method according to any one of claims 1 to 5.

8. The lifting device according to claim 5 or 6, It is characterized in that At the end of the horizontal well there is an overshoot path (U).

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