Method for operating a lift system with emergency braking devices

Abstract

The following statements relate to a method (120) for operating a lift system (10) having a first lift car (12), a drive device (20, 22) and having a first emergency braking device (23, 24) and a second emergency braking device (74, 80, 90, 91), furthermore having a safety apparatus (42), the method (120) comprising the steps of: detecting (121) a first operating mode of the lift system (10); monitoring (122), by means of the safety apparatus (42), the first lift car (12) in the first operating mode on the basis of at least one first triggering curve (101, 102), which is specific to the first operating mode, for the first emergency braking device (23, 24) and / or the second emergency braking device (74, 80, 90, 91); detecting (123) a second operating mode of the lift system (10); monitoring (124), by means of the safety apparatus (42), the first lift car (12) in the second operating mode on the basis of at least one second triggering curve (111, 112), which is specific to the second operating mode, for the first emergency braking device (23, 24) and / or the second emergency braking device (74, 80, 90, 91).

Description

[0001] TD 41901 - 1 - August 2025

[0002] Method for operating an elevator system with emergency braking devices

[0003] Technical field

[0004] The following descriptions relate to a method for operating an elevator system with a first car, a drive device for driving the first car, as well as with at least one first emergency braking device and at least one second emergency braking device arranged on the drive device, and furthermore with a safety device to prevent a collision of the first car.

[0005] Furthermore, the following descriptions relate to a corresponding elevator system set up for such a procedure, comprising a first car, a drive device for driving the first car, at least one first emergency braking device arranged on the drive device, at least one second emergency braking device, and a safety device to prevent a collision of the first car.

[0006] Technical background

[0007] Elevator systems for transporting people and / or goods are an integral part of modern residential and commercial buildings. A typical elevator system comprises one or more elevator shafts, in each of which one or more cars are moved between landing positions by means of drives such as suspension drives or linear drives.

[0008] In such elevator systems, it is common practice to monitor the elevator car using a safety device. For this purpose, a position-dependent trigger speed is defined, above which an emergency stop is initiated. A graph of the trigger speed versus the position of the elevator car is called a trigger curve. In particular, various emergency braking devices can be cascaded and triggered by several trigger curves assigned to the respective emergency braking devices.If, for example, a car is traveling at a constant speed towards an obstacle, such as another car or the end of the shaft, it will eventually reach the position in the shaft where its constant speed equals the trigger speed. At that point, an emergency braking device will be activated to prevent a collision or at least to minimize the collision speed to such an extent that injury or damage to people or components is avoided. Accordingly, an emergency brake would be activated as the speed increases and the trigger speed is reached.

[0009] A corresponding elevator system or method is known, for example, from EP 1 698 580 Al. A cascaded safety system is also known from EP 3 365 260 Al and CN 103764532 A.

[0010] A disadvantage of the safety systems known to date is that they take into account a large number of operating parameters and conditions of the elevator system and are therefore too drastic for some operating situations, which can be particularly unpleasant for passengers due to braking delays, and not drastic enough for safe operation in other situations.

[0011] Furthermore, a rope brake for braking a load-bearing element in a lift system is known from EP 1 646 575 Al.

[0012] Description - Technical Solution

[0013] Given this situation, the task at hand is to achieve safe operation of the elevator system at all times using a safety device, while avoiding unnecessarily large braking delays as much as possible.

[0014] The present problem is solved by the features of the independent claims. Advantageous embodiments are specified in the dependent claims, the description, and the drawings. Where technically feasible, the teachings of the dependent claims may be combined arbitrarily with those of the main and dependent claims. TD 41901 - 3 - August 2025

[0015] In particular, the problem is solved by a method for operating an elevator system with a first car, a drive device for driving the first car, and with at least one first emergency braking device and at least one second emergency braking device arranged on the drive device, furthermore with a safety device for preventing a collision of the first car, the method comprising the steps of: detecting a first operating mode of the elevator system, monitoring, by means of the safety device, the first car in the first operating mode based on at least one first tripping curve specific for the first operating mode for the first emergency braking device and / or the second emergency braking device, detecting a second operating mode of the elevator system, monitoring, by means of the safety device,of the first car in the second operating mode based on at least one second trigger curve specific for the second operating mode for the first emergency braking device and / or the second emergency braking device.

[0016] The following sections explain advantageous aspects and subsequently describe preferred modified embodiments. Explanations, particularly regarding advantages and definitions of features, are essentially descriptive and preferred, but not limiting, examples. If an explanation is limiting, this will be explicitly stated.

[0017] It is preferred that the sequence of process steps can be varied, unless a specific sequence is technically required.

[0018] Where ordinal numbers, for example "first," "second," etc., are used, for instance to designate a component, an element, a process step, or a process action, these ordinal numbers are intended solely for differentiation in the designation and do not indicate any dependencies or sequences. This means, in particular, that a device does not need to have a "first component" to have a "second component." A device can also have a "first component" and a "third component" without necessarily having a "second component." Multiple units of the same ordinal number can also be provided, for example, multiple "first components." TD 41901 - 4 - August 2025

[0019] According to the present understanding, an elevator system is designed, for example, with at least one vertical and / or horizontal elevator shaft and at least one car, but can also have several elevator shafts and / or several cars, in particular several cars per elevator shaft. A car is, for example, held and driven by means of a load-bearing element, wherein the drive device transmits a drive torque to the load-bearing element via a drive shaft. The load-bearing element is preferably connected to a counterweight associated with the car. A drive device is, in particular, arranged in a machine room or in a shaft head. A load-bearing element is, in particular, designed as a rope, belt, strap, chain, or the like and carries tensile loads in the direction of its longitudinal extension. Alternatively, a car is held and driven by means of a linear drive.A linear actuator, for example, consists of a primary part extending along the elevator shaft and a secondary part located on the elevator car. The primary part is made up of coils arranged in a line, each with its own converter. Current is applied to the coil to generate a magnetic field when the elevator car is within the area of ​​the respective coil, thus moving the car. The secondary part consists of a permanent or electromagnet that interacts with the magnetic fields of the coil.

[0020] An emergency braking device can be a braking device of the elevator system that, in addition to its emergency braking functionality, also serves as a service brake, i.e., for the regular braking of the car, or it can be solely intended for braking in an emergency situation. For example, in an elevator system with lifting gear, the first emergency braking device is typically a service brake of the elevator system that acts on the same drive shaft as the drive device or is directly integrated into the drive device. The second emergency braking device is a safety gear attached to the car or an emergency brake otherwise associated with the car or the lifting gear. An emergency braking device can, for example, be spring-loaded and normally closed (NC) and may or may not be adjustable in its braking force.Furthermore, an emergency braking device can alternatively or additionally generate a braking force, for example, mechanically, electromechanically, hydraulically, or pneumatically. Furthermore, an emergency braking device can have mechanical and / or electrical actuation and / or unlocking, whereby a service brake is used in certain TD 41901 - 5 - August 2025.

[0021] In embodiments designed for evacuation or a similar operating mode, the device can be manually unlocked in such a way that it remains permanently open.

[0022] A safety device can be integrated into or provided separately, as well as centrally or decentrally, on the elevator system and includes, in particular, means for monitoring the car position and the car speed of the first car. The car position of the first car can be determined, for example, by position sensors arranged on the first car and a position code strip in the elevator shaft that interacts with the position sensors. The car position can also be determined relative to an obstacle, another car, or the end of the shaft, for example, by proximity sensors arranged on the car and the obstacle, the other car, and / or the end of the shaft, which operate in pairs. The safety device then also includes, in particular, data processing means for processing the sensor data.The speed of the first car can be determined, for example, by deriving the car's position or by using speed sensors. Furthermore, the safety device includes data processing means by which the recorded values ​​can be compared with a trigger curve. These data processing means must have a corresponding trigger curve stored within them or be readily available for retrieval. Finally, the safety device also includes means for triggering the emergency braking devices. These means are, for example, electronic, signal-related, mechanical, or otherwise functioning devices and can be assigned exclusively to the safety device or to several functions of the elevator system simultaneously.In particular, the safety device may optionally include a mechanically actuated triggering of an emergency braking device, such as a speed limiter with a speed limiter cable.

[0023] If an operating mode is detected, this occurs, for example, through an input at a corresponding control unit, such as those commonly used for elevator maintenance. Such a control unit is activated by maintenance personnel before carrying out maintenance work to put the elevator system into a maintenance mode. Alternatively or additionally, an operating mode can also be detected by sensors, for example, by a smoke detector or a shaft door monitoring system. (TD 41901 - 6 - August 2025)

[0024] The opening of a door away from the elevator car is registered, indicating the presence of people in the elevator shaft, or via optical sensors. The detection of an operating mode is then linked to a corresponding setting of the safety device.

[0025] The solution to the problem described above, using a method for operating an elevator system, is based on the principle that different tripping curves are assigned to different operating modes. Each tripping curve can then be adapted much more precisely to a significantly smaller number of operating parameters and conditions. In particular, a single tripping curve does not have to fulfill contradictory operating conditions for two different operating modes. For example, in a normal operating mode, where it can be reliably ruled out that a person is on the roof of the first car, the safety distance to a shaft ceiling or to another car can be significantly smaller than in a maintenance mode, where maintenance personnel are working on or in the area of ​​the car roof.Furthermore, for example, a maximum speed for moving the first car or a speed at which a collision of the car with a shaft end stop is accepted can be defined differently in various operating modes. Additionally, the tripping curves can take into account the availability of different emergency braking devices, such as when a first emergency braking device designed as a service brake is unavailable in the event of a power failure or after manual opening during an evacuation. In this way, the tripping curves can be much more precisely tailored to a specific operating mode or situation and thus defined more safely, thereby avoiding excessive delays.

[0026] Alternatively or additionally, the first tripping curve may differ from the second tripping curve with respect to at least one tripping speed. This takes into account, in particular, different travel speeds in the various operating modes. While the car, for example, reaches its maximum permissible speed in a normal operating mode, it only moves slowly in a maintenance or evacuation mode. The tripping curve in the maintenance or evacuation mode can then advantageously have a significantly lower tripping speed or a significantly flatter tripping speed curve across the car position. [An acceleration of the TD 41901 - 7 - August 2025]

[0027] This avoids situations where the elevator car reaches or exceeds the maximum permissible speed, which would pose significant dangers, for example, to a person on the elevator car roof.

[0028] Alternatively or additionally, the first tripping curve may differ from the second tripping curve with regard to a minimum distance to be maintained between the first car and an obstacle, another car, and / or the end of the shaft. Thus, the necessary distance may be defined differently in different operating modes, for example, because in one operating mode, persons on or below the car must be taken into account by corresponding minimum safety distances, while in another operating mode, such minimum safety distances are not necessary, but simple minimum distances are sufficient or necessary to move the car into a position required for operation.

[0029] Alternatively or additionally, it may be provided that the first operating mode is a normal operating mode of the elevator system and the second operating mode is a maintenance operating mode, an installation operating mode, an earthquake operating mode, an evacuation operating mode, a safety mode or an emergency operating mode.

[0030] A maintenance operating mode is designed, for example, to allow maintenance personnel to be on or at least above the first car or in the elevator shaft to carry out maintenance work. In this mode, the elevator system is typically excluded from normal operation, at least with regard to the relevant elevator shaft / car. A tripping curve associated with a maintenance mode may differ from a tripping curve of a normal operating mode, for example, in that larger minimum distances in the area of ​​the car roof are taken into account to protect maintenance personnel, that the maximum possible speed of the first car is significantly lower, and / or that, depending on the component that is taken out of service for maintenance, the emergency braking devices may not be used or may only be partially used.

[0031] An installation operating mode is active, for example, during the installation or modification of the elevator system and takes into account, for instance, that the car is being used for installation tasks within the elevator shaft and / or that components of the elevator system are not (yet) installed. A tripping curve assigned to an installation mode (TD 41901-8-August 2025) may differ from a tripping curve of a normal operating mode, for example, in that the maximum possible speed of the first car is significantly lower and / or that emergency braking devices that are not (yet) installed can be taken into account, or only partially taken into account.

[0032] An earthquake operating mode, for example, takes into account that the elevator car is subject to oscillations during an earthquake and that components of the elevator system may fail. A tripping curve associated with an earthquake operating mode may differ from a tripping curve of a normal operating mode, for example, in that the maximum possible speed of the first car is significantly lower and / or that failed or potentially failing emergency braking devices cannot be taken into account, or can only be partially taken into account.

[0033] An evacuation operating mode is provided, for example, in the event of a car malfunction, such as after an emergency stop or a power outage. This mode allows, for instance, for a person to climb from a shaft door located above the car onto the car roof to carry out or assist with the evacuation. Specifically, for evacuation after an emergency stop, the first emergency brake device can be manually opened to move the car by hand, thus disabling the first emergency brake device during the evacuation.A trigger curve assigned to an evacuation mode may differ from a trigger curve of a normal operating mode, for example, in that larger minimum distances in the area of ​​the car roof are taken into account to protect the person on the car roof, that the maximum possible speed of the first car is significantly lower and / or that the first emergency braking device is not available.

[0034] A safety mode is provided, for example, when unknown malfunctions, persons or objects are present in the elevator shaft, or when a monitoring sensor sends unclear signals. A tripping curve associated with a safety mode may differ from a tripping curve in normal operation, for example, in that the maximum possible speed of the first car is significantly lower and the acceptable braking deceleration is significantly higher. TD 41901 - 9 - August 2025

[0035] An emergency operating mode is provided, for example, when the elevator is operated via an emergency power generator or when it is used as a fire service elevator in the event of a fire. A tripping curve associated with an emergency operating mode may differ from a tripping curve of a normal operating mode in that the maximum possible speed of the first car is significantly lower (e.g., due to reduced drive power), and the acceptable braking deceleration is significantly higher.

[0036] By providing a second tripping curve or several second tripping curves for each of the aforementioned operating modes, safe operation can be enabled in these respective operating modes, whereby limitations and / or necessities arising from these operating modes advantageously do not affect the first tripping curve or the first tripping curves.

[0037] Alternatively or additionally, the first operating mode can be a first normal operating mode of the elevator system, and the second operating mode a second normal operating mode. For example, different numbers of active cars in an elevator shaft can be considered in the various operating modes. In particular, the second operating mode corresponds to the first operating mode under at least one condition. For example, a different tripping curve can be provided for an empty car during downward travel than for a loaded car during upward travel. The tripping curve for monitoring is then active in each case, corresponding to the presence or absence of the condition.

[0038] Alternatively or additionally, the first operating mode and / or the second operating mode can be detected by inputting a selection signal at an input device and / or by sensor monitoring of the elevator system. The input device is, in particular, a maintenance switch, especially located in a control cabinet of the elevator system. Sensor monitoring is carried out, in particular, at shaft doors. If, for example, an open shaft door is detected where no elevator car is present, it is subsequently assumed that people may be in the elevator shaft, and the elevator system continues to operate in a safety mode.

[0039] Furthermore, the need to operate the elevator system can be, for example, in a TD 41901 - 10 - August 2025

[0040] Evacuation mode is detected by sensing the opening of an evacuation hatch in the elevator car.

[0041] Alternatively or additionally, it can be provided that, in at least one operating mode, the first car is monitored using several trigger curves specific to the respective operating mode for the first emergency braking device and / or the second emergency braking device. This corresponds to operation with multiple safety levels, in which a lower trigger curve initiates an emergency stop with a first, lower braking force, for example, by triggering only one of the emergency braking devices or even only one brake circuit of one of the emergency braking devices. An upper trigger curve then triggers an emergency stop with a greater braking force, for example, by triggering further or even all emergency braking devices that have not yet been triggered.If the elevator car is not sufficiently decelerated by the lower release curve to reach the upper release curve, a significantly more drastic emergency braking maneuver is initiated upon reaching the upper release curve. This allows for a cascaded braking system, ensuring safety at all times while applying only the necessary braking force.

[0042] Alternatively or additionally, the multiple tripping curves specific to each operating mode may differ in the sequence of activation of the first and second emergency braking devices in the first and second operating modes. For example, in a normal operating mode, the first emergency braking device may be assigned to a lower tripping curve, while a second emergency braking device, designed as a safety catch on the first car, is assigned to the upper tripping curve. Conversely, in an evacuation mode where the first emergency braking device has been manually opened, the lower tripping curve may be assigned to the second emergency braking device.A trigger curve can also be assigned to both emergency braking devices, whereby, for example, only one brake circuit is actuated by the first emergency braking device and / or whereby a second emergency braking device acting on a load-bearing element is assigned to a trigger curve to increase a driving force between the drive device and the load-bearing element.

[0043] The task is further solved by an elevator system with a first car, a drive device for driving the first car, at least one at TD 41901 - 11 - August 2025

[0044] The elevator system comprises a drive device with a first emergency braking device and at least a second emergency braking device and a safety device to prevent a collision of the first car, and is configured to perform the aforementioned procedure. The elevator system achieves the advantages described above with respect to the procedure accordingly. In particular, the elevator system ensures that it can be operated safely in every operating mode, without requiring a limitation of the tripping curve(s) in a given operating mode due to the conditions and / or necessities arising from another operating mode. In particular, this prevents unnecessarily large braking decelerations in every operating mode.

[0045] Alternatively or additionally, the first emergency braking device can be provided with a first brake circuit and a second brake circuit. The first emergency braking device is then, for example, designed as a service brake, with the brake circuits being redundant to each other. The second emergency braking device can then be triggered by the release curves to varying degrees, for example, to the extent of the first brake circuit, to the extent of the second brake circuit (which differs from the first in terms of its achievable braking force), or to the extent of both brake circuits. Consequently, the different brake circuits of the first emergency braking device provide different braking forces for a cascaded system of release curves.

[0046] Alternatively or additionally, the elevator system may continue to have a load-bearing element for the first car that interacts with the drive device, with the second emergency braking device acting on this load-bearing element. The second emergency braking device is then, for example, a rope brake, such as that known from EP 1 646 575 A1, or a corresponding belt brake for a load-bearing element designed as a belt. The second emergency braking device then advantageously allows a relatively low braking force to be applied to the car, which is further dampened by the load-bearing element relative to the car.The car can then be braked with relatively little deceleration, i.e., relatively "gently," using the second emergency braking device if the respective operating mode requires it, particularly if the first emergency braking device is manually opened and the elevator system is operating in a mode with low travel speeds for the first car. For example, if, in addition to the manually opened first emergency braking device, a TD 41901 - 12 - August 2025 were in operation in such a mode.

[0047] If the safety device of the first elevator car is provided as a second emergency braking device, braking could only be effected in an undesirably drastic manner.

[0048] Alternatively or additionally, the second emergency braking device can be arranged between the first car and the drive unit on the load-bearing element. In this way, the second emergency braking device can, in addition to braking the car, also increase the tractive force between the drive unit and the load-bearing element during upward travel while the first car is braking, insofar as any reduction of load on the load-bearing element on the car side is compensated for by the inertia of the first car. This increased tractive force then allows the first emergency braking device on the drive side to transmit higher braking torques to the load-bearing element.The second emergency braking device acting on the load-bearing element can therefore be provided, in particular, as a replacement for an upward-acting safety device provided on the first car, wherein, in the case of cascaded release curves, the second emergency braking device is first activated for a relatively low braking force and subsequently, in the case of an upper release curve, the first emergency braking device is activated for a higher braking force with high traction.

[0049] Alternatively or additionally, the second emergency braking device may be a safety catch for the first car. Such a safety catch can bring the car to an extremely abrupt stop, making its use in certain operating modes advantageous for preventing a collision of the first car, particularly in the case of an upper tripping curve. Furthermore, such a safety catch is frequently provided in existing elevator systems, unlike an emergency braking device acting on the load-bearing element, so the present disclosure can be applied to such elevator systems without significant structural modifications.

[0050] Alternatively or additionally, the elevator system may be designed to include a second car, with the first and second cars traveling along at least partially overlapping tracks. In this case, the first car is specifically the lower of the two cars. Due to the overlapping tracks, there is an inherent risk of collision between the cars. Therefore, particularly for the lower car, it is necessary to achieve relatively high decelerations during an emergency stop in normal operating mode (see TD 41901 - 13 - August 2025) to reliably prevent a collision. At the same time, this is not necessary during an evacuation following an emergency stop in a corresponding evacuation operating mode, allowing a second trigger curve to be used in this evacuation mode to avoid unnecessarily high decelerations.

[0051] Particularly advantageous for a first car designed as a lower car is the second emergency braking device, which acts on the load-bearing element. The high deceleration required in normal operating mode can then be applied by the first emergency braking device, with the necessary tractive force being provided by the second emergency braking device acting on the load-bearing element. In an evacuation operating mode, the low braking force required can then be provided by the second emergency braking device acting on the load-bearing element, while the first emergency braking device is manually opened.

[0052] Brief description of the drawings

[0053] A preferred technical solution is explained in more detail below with reference to the accompanying drawings and preferred embodiments. The term "figure" is abbreviated as "Fig." in the drawings.

[0054] The drawings show

[0055] Fig. 1 shows a schematic representation of an elevator system in a first embodiment;

[0056] Fig. 2 shows a schematic representation of a lift system in a second embodiment;

[0057] Fig. 3a shows a diagram representation of first trigger curves;

[0058] Fig. 3b shows a diagram of second trigger curves; and

[0059] Fig. 4 shows a schematic flow diagram of a method for operating an elevator system. TD 41901 - 14 - August 2025

[0060] Detailed description of the drawings

[0061] The described embodiments are merely examples that can be modified and / or supplemented in various ways within the scope of the claims. Each feature described for a particular embodiment can be used independently or in combination with other features in any other embodiment. Each feature described for an embodiment of a particular claim category can also be used accordingly in an embodiment of a different claim category.

[0062] Figure 1 shows a highly schematic representation of a preferred embodiment of an elevator system, designated by reference numeral 10. It comprises a first car 12 and a second car 14, which are arranged in a shaft (not shown in the drawing) and can travel independently upwards and downwards along a common track (known per se and therefore not shown in the drawing). The second car 14 is coupled to a counterweight 16 via a suspension element 15, for example, a suspension rope or a suspension belt. The first car 12 is held by a suspension element 17, which interacts with a counterweight in a similar manner to the suspension element 15. However, the counterweight is not shown in the drawing for clarity.

[0063] Each car 12, 14 is assigned a separate drive in the form of a drive device 20, 22 designed as an electric drive motor, as well as a separate electromechanical service brake 23, 24, which also serves as the first emergency braking device 23, 24. Each drive device 20, 22 is assigned a drive surface 25, 26, over which the suspension elements 15 and 17 are guided – for example, a drive sheave for a suspension element 15, 17 designed as a suspension rope or a contact surface on a drive shaft for a suspension element 15, 17 designed as a belt. The cars 12, 14 are guided vertically along the common track by means of guide rails known to those skilled in the art and therefore not shown in the drawing.

[0064] Each elevator car 12, 14 is further assigned a safety gear 74, 80, which in the embodiment of Figure 1 also forms a second emergency braking device 74, 80, and which is coupled to a speed limiter rope 76, 82 via a safety linkage 75, 81 in a manner known per se and therefore only schematically shown in the drawing. The speed limiter rope 76, 82 is guided in the usual manner over a deflection pulley arranged at the lower end of the elevator shaft and a speed limiter 77, 83 arranged at the upper end of the elevator shaft. The speed limiter 77, 83 can, if the maximum speed of the car 12, 14 is exceeded, trigger the safety device 74, 80 via the speed limiter rope 76, 82 and the safety linkage 75, 81 attached to it, so that the respective car 12, 14 is brought to a standstill within a short time.In addition to actuation by the speed limiter rope 76, 82, the safety gear 74, 80 can also be actuated by a release signal, as described in more detail below. Alternatively, a purely electrically actuated safety gear without a safety linkage and speed limiter for each car 12, 14 can be provided in the elevator system 10.

[0065] Each elevator car 12, 14 is assigned a separate control unit 28, 30, primarily for controlling the elevator cars 12, 14 in normal operating mode. The control units 28, 30 are electrically connected via control lines to their respective drive units 20, 22 and service brakes 23, 24. Additionally, the control units 28, 30 are directly connected to each other via a connecting line 32, for example, to form an elevator group. Using the drive units 20, 22 and the control units 28, 30, the elevator cars 12, 14 can be moved up and down within the elevator shaft in the usual manner to transport persons and / or goods.

[0066] The elevator system 10 has a position detection system in the form of a position code band 35 extending along the entire travel path. The position code band 35 carries position markers 36, which can be read by position sensors 38 and 39, each located on a car 12 and 14, respectively. The position markers 36 represent a position in coded form and are read by the position sensors 38 and 39 and output as electrical signals. When the cars 12 and 14 move within the shaft, the respective absolute position of the cars 12 and 14 is recorded by means of the associated position sensors 38 and 39. The speeds of the cars 12 and 14 can be determined from the change in position data per unit of time. Furthermore, scanning the position markers 36 makes it possible to determine the direction of travel of the elevator cars 12, 14 from the successive position data. TD 41901 - 16 - August 2025

[0067] The elevator cars 12 and 14 are connected to an electrical safety device 42 of the elevator system 10, the design of which is shown and described here purely as an example and which, depending on its function, can also be designed differently. Furthermore, the components assigned to the safety device 42 can also be arranged decentrally and / or assigned to other functions of the elevator system 10. The safety device 42 comprises a position evaluation unit 46 and a speed detection unit 47 with integrated direction of travel evaluation. The position evaluation unit 46 and the speed detection unit 47 are electrically connected to the position sensors 38 and 39 of the first elevator car 12 and the second elevator car 14 via data lines 49 and 50. This connection can also be made via fiber optic cables or be wireless.The position evaluation unit 46 and the speed determination unit 47 process the signals provided by the position sensors 38 and 39 into car-dependent position and speed signals. Corresponding position evaluation units and speed determination units are also found, for example, in the control units 28 and 30, which are electrically connected to the data lines 49 and 50, respectively, via input lines 52 and 53. Thus, the information provided by the position sensors 38 and 39 regarding the position, direction of travel, and speed of the cars 14 and 12 is available not only to the safety device 42 but also to the control units 28 and 30. Speed ​​determination, direction of travel evaluation, and / or position determination can also be integrated directly into the position sensors 38 and 39.

[0068] The safety device 42 has a distance measuring unit 55, which is electrically connected to the position evaluation unit 46 and continuously calculates the actual distance between the two elevator cars 12, 14, for example, or between each car 12, 14 and an obstacle or the end of a shaft, for example, from the provided position data. An electrical signal corresponding to the actual distance is forwarded by the distance measuring unit 55 to a comparison unit 57 of the safety device 42.

[0069] A second input of the comparator unit 57 is connected to a determination unit 60, which is electrically connected to the speed determination unit 47. During operation of the elevator system 10 TD 41901 - 17 - August 2025, the determination unit 60 continuously calculates a tripping distance according to a tripping curve 101, 102, 111, 112, as described in more detail below. The tripping distance is then compared, using the comparator unit 57, with the actual distance between the two elevator cars 12, 14 or between one elevator car 12, 14 and an obstacle or the end of the shaft. If the actual distance reaches the trigger distance, a control signal is issued by the comparator unit 57 to a downstream triggering device 70, which causes the triggering device 70 to trigger at least one of the first emergency braking devices 23, 24 and / or the second emergency braking device 74, 80 in the manner described below.The second emergency braking device 74, 80, designed as a safety device 74, 80, is triggered, for example, by a signal from the release device 70 independently of the speed limiter cable 76, 82.

[0070] Figure 2 shows a lift system 10 in a further embodiment, which largely corresponds to the embodiment shown in Figure 1 and whose identical aspects are not described again. The lift system 10 according to Figure 2 further comprises second emergency braking devices 90, 91 arranged on the suspension elements 15, 17, which act on the respective suspension element 15, 17, i.e., are designed, for example, as rope brakes or belt brakes. In contrast, the fan devices 74, 80 do not act as second emergency braking devices in this embodiment and can be provided as an additional safety device (as shown) or, in certain embodiments, omitted. Accordingly, the release device 70 is signal-connected to the second emergency braking devices 90, 91 and can trigger them in addition to or independently of the first emergency braking devices 23, 24, as described in more detail below.The emergency braking devices 90, 91 are each arranged between the car 12, 14 and the traction surface 25, 26, so that their activation during an upward movement of the respective car 12, 14 increases the traction capability between day mean 15, 17 and traction surface 25, 26.

[0071] Figures 3a and 3b show various possible tripping curves 101, 102, 111, and 112 for different operating modes of an elevator system 10. These curves are plotted as the car speed V against a distance S from another car, an obstacle, or the end of the shaft (the distance S can also be understood as the position of the car 12, 14, or results from such a position). A distance S corresponds to a collision of the car 12, 14 with another car 12, 14, the obstacle, or the end of the shaft. A maximum car speed Vmax is determined as a systematically specified maximum tolerable speed of the car 12, 14, for example, by standardization or legislation.

[0072] Figure 3a shows exemplary first trip curves 101 and 102, which may be intended for a normal operating mode. In the first trip curves 101 and 102, a relatively small initial distance Si of the car 12, 14 to the collision position So is provided. Various paths of the actual car position are also shown in Figure 3a as dashed lines. A first path 104 corresponds to a regular stop of the car 12, 14. In a second path 105, the car position curve intersects the lower first trip curve 101, whereupon, according to the second path 105, a first emergency stop is executed by means of the first emergency braking device 23, 24 and / or the second emergency braking device 74, 80, 90, 91. A third path 106 corresponds to a case in which, for example, a first emergency stop does not occur or is insufficient.In this case, the trajectory curve 106 of the car position reaches an upper trigger curve 102 and a second, more drastic emergency braking is carried out by means of the first emergency braking device 23, 24 and / or the second emergency braking device 74, 80, 90, 91.

[0073] Figure 3b shows corresponding curves 111 and 112 for a further operating mode, for example, a maintenance mode, as shown in Figure 3a. In this mode, a significantly lower maximum car speed Vmax is initially provided, since a higher speed would not be permissible or tolerable with a person standing on the car roof. Furthermore, a second distance S2 between the car 12, 14 and the collision position So is provided, which is significantly greater than the first distance Si. This is to allow, for example, a person standing on the car roof at this distance S2 to maintain a sufficient safety distance, or to provide an adequate braking distance in the event of reduced braking or traction capability.The tripping curves 111 and 112 may differ from tripping curves 101 and 102 in further aspects not detailed here, such that each tripping curve is specific to the respective operating mode and can be designed without regard to parameters or framework conditions that are only relevant in other operating modes. In particular, different numbers of tripping curves 101, 102, and 111 may also be used for different operating modes. (TD 41901 - 19 - August 2025)

[0074] 112 may be provided and a respective trigger curve 101, 102, 111, 112 may be assigned to different combinations of the first emergency braking device 23, 24 and / or the second emergency braking device 74, 80, 90, 91.

[0075] Figure 4 shows a schematic representation of a method 120 for operating an elevator system 10. In a first step 121, a first operating mode of the elevator system 10 is detected, for example by a maintenance switch of the elevator system 10 (not shown) or by sensor detection. In a second step 122, the first car 12 in the first operating mode is monitored by means of the safety device 42 based on at least one first tripping curve 101, 102 specific to the first operating mode for the first emergency braking device 23, 24 and / or the second emergency braking device 74, 80, 90, 91. In a third step 123, a second operating mode of the elevator system 10 is detected, for example by a maintenance switch of the elevator system 10 (not shown) or by sensor detection.In a fourth step 124, the first car 12 is monitored in the second operating mode by means of the safety device 42, based on at least one second trigger curve 111, 112 specific for the second operating mode for the first emergency brake device 23, 24 and / or the second emergency brake device 74, 80, 90, 91.

[0076] TD 41901 - 20 - August 2025

[0077] Reference symbol list

[0078] 10 elevator system

[0079] 12 first elevator car

[0080] 14 second elevator car

[0081] 15 lifting devices

[0082] 16 Counterweight

[0083] 17 Lifting devices

[0084] 20 Drive device

[0085] 22 Drive device

[0086] 23 Service brake / first emergency braking device

[0087] 24 Service brake / first emergency braking device

[0088] 25 drift area

[0089] 26 drift area

[0090] 28 Control

[0091] 30 Control

[0092] 32 Connecting line

[0093] 35-position code tape

[0094] 36 position markers of the position code tape

[0095] 38 Position sensor

[0096] 39 Position sensor

[0097] 42 Safety device

[0098] 46 Position evaluation unit

[0099] 47 Speed ​​Determination Unit

[0100] 49 data lines

[0101] 50 data lines

[0102] 52 input lines

[0103] 53 input lines

[0104] 55 Distance measuring unit

[0105] 57 comparison unit

[0106] 60 units of determination

[0107] 70 Trigger device

[0108] 74 Catching device / second emergency braking device TD 41901 - 21 - August 2025

[0109] 75 Catch poles

[0110] 76 Speed ​​limiter cable

[0111] 77 speed limiters

[0112] 80 Catching device / second emergency braking device

[0113] 81 Catching rods

[0114] 82 Speed ​​limiter cable

[0115] 83 speed limiters

[0116] 90 second emergency braking devices

[0117] 91 second emergency braking devices

[0118] 101 lower first trigger curve

[0119] 102 upper first trigger curve

[0120] 104 first progression of the car position

[0121] 105 second course of the car position

[0122] 106 third course of the car position

[0123] 111 lower second trigger curve

[0124] 112 upper second trigger curve

[0125] 120 methods for operating an elevator system

[0126] 121 First step - Identifying an initial operating mode

[0127] 122 Second step - Monitoring the first car using a first trip curve specific to the first operating mode

[0128] 123 Third step - Detecting a second operating mode

[0129] 124 Fourth step - Monitoring the first car using a second trigger curve specific to the second operating mode

[0130] S Ab stand

[0131] 50 collision distance

[0132] 51 first stand

[0133] 52 second stand

[0134] V Car speed

[0135] Vmax maximum car speed

Claims

TD 41901 - 22 - August 2025 Claims 1. Method (120) for operating an elevator system (10) with a first car (12), a drive device (20, 22) for driving the first car (12), and with at least one first emergency braking device (23, 24) arranged on the drive device (20, 22) and at least one second emergency braking device (74, 80, 90, 91), further comprising a safety device (42) to prevent a collision of the first car (12), the method (120) comprising the steps: Identifying (121) a first operating mode of the elevator system (10); Monitoring (122) by means of the safety device (42) of the first car (12) in the first operating mode by means of at least one first trigger curve (101, 102) specific for the first operating mode for the first emergency braking device (23, 24) and / or the second emergency braking device (74, 80, 90, 91); Detecting (123) a second operating mode of the elevator system (10); Monitoring (124), by means of the safety device (42), of the first car (12) in the second operating mode by means of at least one second trigger curve (111, 112) specific for the second operating mode for the first emergency braking device (23, 24) and / or the second emergency braking device (74, 80, 90, 91).

2. Method (120) according to claim 1, wherein the first trigger curve (101, 102) differs from the second trigger curve (111, 112) with respect to at least one trigger speed.

3. Method (120) according to claim 1 or 2, wherein the first trigger curve (101, 102) differs from the second trigger curve (111, 112) with respect to a minimum distance (So, Si) to be maintained of the first car (12) from an obstacle, a further car (14) and / or a shaft end.

4. Method (120) according to one of the preceding claims, wherein the first operating mode is a normal operating mode of the elevator system (10) and the second operating mode is a maintenance operating mode, an installation operating mode, an earthquake operating mode, an evacuation operating mode, a safety mode or an emergency operating mode. TD 41901 - 23 - August 2025 5. Method (120) according to one of the preceding claims, wherein the first operating mode is a first normal operating mode of the elevator system (10) and the second operating mode is a second normal operating mode of the elevator system (10), wherein in particular the second operating mode corresponds to the first operating mode under at least one condition.

6. Method (120) according to one of the preceding claims, wherein the detection of the first operating mode and / or the second operating mode is carried out by means of an input of a selection signal at an input device and / or by sensory monitoring of the elevator system (10).

7. Method (120) according to one of the preceding claims, wherein in at least one operating mode the first elevator car (12) is monitored on the basis of several trigger curves (101, 102, 111, 112) specific to the respective operating mode for the first emergency braking device (23, 24) and / or the second emergency braking device (74, 80, 90, 91).

8. Method (120) according to claim 7, wherein the multiple trigger curves (101, 102, 111, 112) specific to the respective operating mode differ from each other in the sequence of triggering the first emergency braking device (23, 24) and the second emergency braking device (74, 80, 90, 91) in the first operating mode and in the second operating mode.

9. Elevator system (10) comprising a first car (12); a drive device (20, 22) for driving the first car (12); at least one first emergency braking device (23, 24) arranged on the drive device (20, 22) and at least one second emergency braking device (74, 80, 90, 91); and a safety device (42) for preventing a collision of the first car (12); wherein the elevator system (10) is configured to carry out a method (120) according to one of the preceding claims. TD 41901 - 24 - August 2025 10. Elevator system (10) according to claim 9, wherein the first emergency braking device (23, 24) has a first braking circuit and a second braking circuit.

11. Lifting system (10) according to claim 9 or 10, further comprising a support element (15, 17) of the first car (12) cooperating with the drive device (20, 22), wherein the second emergency braking device (74, 80, 90, 91) acts on the support element (15, 17).

12. Lifting system (10) according to claim 11, wherein the second emergency braking device (74, 80, 90, 91) is arranged between the first car (12) and the drive device (20, 22) on the lifting means (15, 17).

13. Lifting system (10) according to claim 9 or 10, wherein the second emergency braking device (74, 80, 90, 91) is a safety device (74, 80) of the first car (12).

14. Elevator system (10) according to one of claims 9 to 13, further comprising a second elevator car (14), wherein the first elevator car (12) and the second elevator car (14) are movable along at least partially overlapping travel paths.

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