EP2614027B1 - Procédé de commande d'une machine d'entraînement d'un système d'ascenseur - Google Patents

Procédé de commande d'une machine d'entraînement d'un système d'ascenseur Download PDF

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Publication number
EP2614027B1
EP2614027B1 EP11752234.2A EP11752234A EP2614027B1 EP 2614027 B1 EP2614027 B1 EP 2614027B1 EP 11752234 A EP11752234 A EP 11752234A EP 2614027 B1 EP2614027 B1 EP 2614027B1
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EP
European Patent Office
Prior art keywords
travel
stopping point
lift cage
cage
slip
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EP11752234.2A
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German (de)
English (en)
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EP2614027A1 (fr
Inventor
Valerio Villa
Yong Qi Cui
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Inventio AG
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Inventio AG
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
    • B66B1/28—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical
    • B66B1/30—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical effective on driving gear, e.g. acting on power electronics, on inverter or rectifier controlled motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
    • B66B1/28—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical
    • B66B1/285—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical with the use of a speed pattern generator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
    • B66B1/28—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical
    • B66B1/30—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical effective on driving gear, e.g. acting on power electronics, on inverter or rectifier controlled motor
    • B66B1/302—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical effective on driving gear, e.g. acting on power electronics, on inverter or rectifier controlled motor for energy saving
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/34—Details, e.g. call counting devices, data transmission from car to control system, devices giving information to the control system
    • B66B1/3492—Position or motion detectors or driving means for the detector

Definitions

  • the invention relates to a method for controlling a drive machine of an elevator installation.
  • Methods for controlling the prime mover of elevator installations differ mainly in the type of speed control and in the manner of detecting the position of the elevator car.
  • the position of the elevator car is advantageously detected by an absolute position measuring system that provides the elevator control information in every situation, from which the elevator control recognizes the current position of the elevator car.
  • the driving speed is controlled in accordance with a distance-speed profile, the course of which is determined as a function of the driving distance between a starting position and a destination position before the start of the journey.
  • the position of the elevator car is usually detected by a position detection system with a displacement sensor.
  • a displacement sensor is usually designed as an incremental shaft encoder and is driven by a transmission mechanism by the movement of the elevator car.
  • an incremental encoder is coupled to the rotating axis of the pulley of a speed limiter, with a wire rope transmitting the movement of the elevator car to the pulley of the speed limiter and thus forming the aforementioned transmission mechanism.
  • a displacement sensor provides the elevator control with signals from which the elevator control can directly derive travel distances, speed and acceleration of a movement of the elevator car.
  • the information about the position of the elevator car is detected by adding up the detected driving distances. It may therefore be corrupted or lost due, for example, to signal transmission or power supply interruptions, requiring measures to restore the correct position in the position sensing system.
  • WO 01/70613 Such a position detection system for an elevator car of an elevator installation is known. In the described device registers the elevator control the current position of the elevator car over the entire driving distance on the basis of signals from an incremental shaft encoder coupled to the pulley of a speed limiter and thus to the movement of the elevator car.
  • the currently registered position of the elevator car is corrected upon arrival of the elevator car at a destination stop and / or as it passes by intermediate stops. This is achieved by detecting a stop mark associated with a specific stop using a stop position sensor attached to the elevator car, whereupon the position of the elevator car currently registered in the elevator control is corrected in accordance with the stop position value assigned and stored to the respective stop.
  • the elevator controller is designed to correct a stored stop position value if it repeatedly gives rise to significant and in the same direction corrections to the currently registered position of the elevator car.
  • said slip-related deviation can also be such that the travel speed of the elevator car already present when the elevator car enters the stop mark of the destination stop is already too low, so that an extended drive with low speed and correspondingly increased travel time is required to reach the target stop position
  • US5896950 For example, another prior art position sensing system is known.
  • the object of the present invention is to provide a more cost-effective and with regard to travel time optimized method for controlling a drive machine of an elevator installation, by the use of which the disadvantages of the elevator system mentioned as prior art are avoided.
  • Another object of the invention is to provide such a method which does not require an additional travel sensor for directly detecting the movement of the elevator car.
  • the method according to the invention is a method for controlling a drive machine of an elevator installation, in which elevator installation an elevator cage can be moved by the drive machine via a traction sheave and at least one flexible suspension element along a roadway and stopped at stop positions of several stops.
  • a movement of the elevator car on the basis of signals coupled to a rotational movement of the drive machine or the traction sheave encoder detected by an elevator control and before the start of a ride of the elevator car by an elevator control a movement history in the form of a path-speed profile for a ride Elevator car calculated from a current elevator car position to a target stop position, wherein in the calculation of the path-speed profile, an expected slip between the traction sheave and the support means is calculated in order to ensure compliance with the calculated course of movement despite slippage.
  • the elevator control controls a rotational movement of the drive machine and thus of the traction sheave as a function of the calculated path-speed profile and of signals of the rotary encoder by the elevator control.
  • the term "suspension means" in the present disclosure means flexible traction means, for example in the form of steel wire ropes, flat belts, V-ribbed belts or link chains suitable for carrying and driving an elevator car and a counterweight.
  • elevator control is to be understood as meaning all control components involved in the control of the elevator installation, regardless of their function and arrangement in the elevator installation.
  • a rotary encoder are devices in which the rotational movement of the drive machine is detected, for example, by scanning perforated discs, slotted discs, slices or Magnetpolin, the sampling can be done for example by means of photoelectric sensors, laser reflection styluses, inductive sensors or magnetic sensors.
  • the method according to the invention has the advantage that the incremental rotary encoder coupled to the pulley of the speed limiter and required for the method mentioned above as the prior art can be saved for detecting the movement of the elevator car. It is also possible to save the device for evaluating this incremental encoder as well as the expenditure for its installation. This is achieved by using the signals of a rotary encoder which is present in any case for the regulation of the rotational speed of the drive machine for detecting the movement of the elevator car. However, this encoder detects the rotational movement of the prime mover or the traction sheave. The information provided by him about the movement of the elevator car is therefore subject to a slip caused by slippage between traction sheave and suspension means, dependent on the cabin load and the direction of travel error.
  • a slip-corrected path-speed profile By calculating and specifying a slip-corrected path-speed profile is made possible to perform trips of the elevator car between a current elevator car position and a destination stop in the shortest possible travel time, ie with optimal path-speed profile.
  • the consideration of the expected slip in the calculation of the path-speed profile has the advantageous effect that the elevator car on reaching the target stop, ie upon detection of the beginning of a stop mark associated with the target stop, with great accuracy calculated for this situation, optimal driving speed Has.
  • This optimum driving speed is that speed at which deceleration of the elevator car with permissible deceleration values within a driving distance corresponding to half the length of the stop marking is still reliably possible up to the correct stop position.
  • an actual travel distance between a current elevator car position and a target stop position is calculated by the elevator control before the start of a journey of the elevator car on the basis of the known lift position values registered in the elevator control, on the basis of this actual travel distance and the expected slip between calculated a slip-corrected driving distance of the traction sheave and the support means and calculated on the basis of this slip-corrected driving distance, the path-speed profile for a ride of the elevator car from the current elevator car position until reaching the target stop position.
  • the stops positions are marked by stop markings and the stop markings detected by at least one attached to the elevator car stop sensor, the stop markings of all stops - measured in the direction of travel of the elevator car - the same length and at least as long be such that stopping the elevator car within half the length of the stop markers is possible, and the stop markers and the stop sensor are arranged so that a car floor of the elevator car is at a stop position level when the elevator car is going up or down after detection a start of a stop mark is still moved by half the length of the stop mark.
  • the drive machine is controlled during a drive of the elevator car so that the elevator car is moved according to the calculated path-speed profile of the current elevator car position until reaching a stop marking an intermediate stop or a destination stop, wherein upon reaching such stops marking a correction of the elevator car position currently registered in the elevator control and a corresponding correction of the travel-speed profile for the remaining distance still to be covered by the elevator car up to the destination stop position takes place.
  • intermediate stops are those stops at which the elevator car passes on its way from its current position to a destination stop assigned to the current journey.
  • differently sized slip factors are calculated to calculate the slip-corrected driving distance, the size of which depends on a cabin load present during the respective travel of the elevator car.
  • the commissioning of an elevator system operated according to the method according to the invention comprises the determination of all stop positions. This is achieved by carrying out a learning run of the elevator car, preferably without cabin load, when the elevator installation is started up, in which the stop position values of all stops are determined and registered. Upon completion of the learn run, a learn run slip factor is determined and the registered stop position values are corrected in response to the learned learn run slip factor. This procedure makes it possible to register all stop position values of a newly installed elevator installation with sufficient accuracy in a small amount of time, although the coupling of the rotary encoder to the movement of the elevator cage is slippery.
  • the learning run is carried out without cabin load or with a cabin load of less than 30% of the nominal load.
  • This embodiment variant which can only be realized thanks to the slip correction, saves the commissioning specialist the tedious loading and unloading of the elevator car for carrying out the learning run.
  • the elevator car first performs an outward or downward direction during the learning journey, in which a stop sensor attached to the elevator car first detects a zero position mark and then the stop markings of all stops, and subsequently the elevator car leads a return from, in which the stop sensor again reaches the zero position mark and detected.
  • a stop sensor attached to the elevator car first detects a zero position mark and then the stop markings of all stops, and subsequently the elevator car leads a return from, in which the stop sensor again reaches the zero position mark and detected.
  • travel distance from the zero position marker to the beginning of the detected stop mark is corrected by half the length of the stop mark and registered as Garstellenpositionswert.
  • the above-mentioned learning travel slip factor is detected by detecting the travel distance between a specific point in the area of the outward travel and a reversal position at the end of outward travel based on the signals of the rotary encoder, the travel distance between the reversing position on the End of the outward journey and the specific point in the area of the beginning of the outward journey is detected on the basis of the signals of the rotary encoder, and at the end of the learning run a difference between the two detected travel distances - which difference represents the total slip occurred during the round trip - by the at the total number of round trips recorded is divided.
  • This refinement of the method enables an extremely simple determination of a learning drive slip factor with which the stop position values determined with a slip-related measurement can be corrected.
  • actual-value slip factors that depend on the instantaneous cabin load are determined. This is achieved by determining a first value for a defined driving distance between the start stop and the destination stop on the basis of the signals of the rotary encoder after driving the elevator car during normal operation of the elevator installation, a second value for the defined travel distance on the basis of the registered stop position values the starting stop and the destination stop are determined, and the quotient of the first and the second value is dynamically stored as an actual value slip factor associated with one of a plurality of cabin load areas, wherein in order to determine this assignment, the cabin load existing during the respective travel of the elevator car is detected by the elevator control.
  • defined driving distance should be understood to mean a travel distance that can be detected accurately and calculated by the stop travel sensor, for example a distance between the end of the stop mark of the start stop and the start detected by the stop position sensor and calculable from the stop positions the stop mark of the destination stop.
  • Such an embodiment of the method forms the basis for another advantageous refinement of the method in which a calculated actual travel distance between a current elevator car position and a destination stop position of a travel to be executed is corrected on the basis of a load-dependent slip factor, wherein the corrected driving distance then forms the basis for calculating the Path-speed profile for the control of the drive machine during the travel of the elevator car forms.
  • dynamically stored in the present context means a storage of values according to the FIFO principle (first in-first out).
  • FIFO FIFO memory
  • the values of newly calculated actual value slip factors are registered in a first memory line, the existing contents of all memory lines being shifted one position in the row and the content the last memory space is lost.
  • each of the calculated actual slip factors is stored under assignment to one of a plurality of cabin load areas or both to one of a plurality of cabin load areas and to one of the two directions of travel, the assignment corresponding to the car load or the direction of travel takes place at the drive of the elevator car were present, in which the respective actual slip factor was determined.
  • the elevator control comprises a table memory in which in each case one table column is one of several Cabins load areas or both one of a plurality of cabin load areas and one of the two directions of travel is assigned, the calculated after driving the elevator car actual value slip factors are dynamically stored in each of those table columns, which is assigned to that cabin load area or the direction of travel, the cabin load or the Direction includes, which has been present at the respective completed ride the elevator car.
  • actual value slip factors determined in connection with a specific cabin loading area can be stored with assignment to the corresponding cabin load area, so that they can be used for further calculation of path-speed profiles of future launches of the elevator car with the same Cab loading area can be retrieved.
  • a limited number of last calculated, each one of the table columns associated actual value slip factors are dynamically stored, calculated for each of the table columns periodically a mean value of the load-dependent slip factors stored therein and these averages as information in the form of current load-dependent slip factors for the calculation of path-speed profiles for movements of the elevator car from each current elevator car position provided until reaching a target stop position.
  • the periodic determination of average values of the last stored actual slip factors assigned to each cabin loading area makes it possible to provide current load-dependent slip factors which take into account not only the current cabin load but also temporal changes of the slip occurring between the traction sheave and the suspension element.
  • a currently registered elevator car position is continuously determined during a journey of the elevator car in the elevator control on the basis of the signals of the encoder, and due to the currently registered elevator car position and calculated before driving the elevator car path-speed profile is by the elevator control controls the instantaneous rotational speed of the prime mover or of the traction sheave, wherein upon detection of a stop mark of an intermediate stop lying between a start stop and the destination stop, a correction of the momentarily registered Elevator car position is performed on the basis of this stop mark associated with the learning drive stop position value.
  • the travel distance between the currently registered elevator car position and the target parking position is recalculated and corrected with the current load-dependent slip factor, and a new travel distance is calculated based on the newly calculated travel distance corrected with the current load-dependent slip factor new route-speed profile calculated for the travel of the elevator car from the currently registered elevator car position to the destination stop position.
  • FIG. 1 is schematically and exemplified an elevator system 1, in which the inventive method for controlling the drive machine is advantageously applicable.
  • the elevator installation essentially comprises an elevator shaft 2, in which elevator shaft an elevator cage 3 and a counterweight 4 are suspended on suspension elements 5.
  • the elevator car 3 and the counterweight 4 are upwardly and downwardly movable by the suspension elements 5 along a vertical roadway and can be stopped at several stops 7.
  • the driving force for moving the elevator car 3 and the counterweight 4 is generated by a drive machine 8 and transmitted via a traction sheave 9 on the support means 5 and by the suspension means to the elevator car and the counterweight.
  • An elevator control 10 controls and monitors the functions of the elevator installation 1.
  • Reference numeral 11 denotes a load-measuring device which provides the elevator control 10 with information about the size of the cabin load currently present in the elevator car 3.
  • the elevator shaft has a plurality of shaft accessways, which are usually assigned in each case to one floor of a building and are referred to as stops 7.
  • the elevator car 3 is moved by the drive machine 8 in each case from a current elevator car position - usually from a stop location 18 assigned to a stop 7 - in which the elevator car is currently located, to a stop position 18 assigned to another stop 7.
  • the rotational movement of the drive machine 8 is controlled or regulated by an elevator control 10 in such a way that a travel of the elevator car 3 is carried out in the shortest possible time, ie requires the shortest possible travel time.
  • This is achieved by the elevator control 10 calculating a suitable path-speed profile for the travel to be carried out before each trip of the elevator car 3.
  • An optimal course of this path-speed profile is on the one hand of unchanging technical Conditions such as permissible acceleration, permissible deceleration and maximum speed and, on the other hand, dependent on situation-dependent influencing factors.
  • the most important situation-dependent influencing factor is the length of the elevator car to be executed, ie the distance between the start stop and the destination stop or between the current elevator car position and the destination stop position.
  • the current cabin load for example, could also enter into the calculation of the path-speed profile as a situation-dependent influencing factor.
  • the rotational speed of the drive machine 8 is regulated by means of a control device belonging to the elevator control 10.
  • a control device belonging to the elevator control 10.
  • a motion sensor is required for the feedback of the motion data of the drive machine to the control device.
  • such a motion sensor is present in the form of an incremental rotary encoder 12 coupled to the motor shaft of the drive machine 8 or to the traction sheave 9.
  • a stop sensor 15 is mounted on the elevator car 3, which detects when driving past or stopping at one of the stops 7, the beginning of the stop mark associated with the respective stop.
  • the stop markers 13 and the stop position sensor 15 are positioned so that the elevator car 3 is in the stop position associated with the respective stop 7 - d. H. in a position in which the floor of the elevator car and the floor of the station are at the same level - after the elevator car in up or down after the detection of the viewed in the direction of travel start of the associated stop mark 13 or the known half length of the stop mark further has been moved. If this condition remains satisfied, the arrangement of the stop position sensor 15 in the vertical direction on the elevator car 3 can be freely selected.
  • FIGS. 2 and 3 show schematically path-speed profiles 20.1, 20.2 for trips of the elevator car.
  • the X-coordinate of the driving distance of the elevator car and the V-coordinate of the driving distance dependent on said driving distance of the elevator car are assigned.
  • Stations 7 of the elevator installation are symbolically entered on the X-coordinate.
  • a travel-speed profile 20.1 of a travel of the elevator car 3 over a relatively long driving distance is shown.
  • a path-speed profile is calculated and activated in which the elevator car reaches a maximum speed after an acceleration phase, keeps it constant over a certain driving distance until the beginning of a deceleration phase and then into a deceleration phase with constant delay passes.
  • the path-velocity profile is calculated so that at the end of the deceleration phase, the elevator car would stop at the target stop position if no disturbances such as slippage in the drive system or, for example, changes in distances between the stops due to building shrinkage occur.
  • a travel-speed profile 20.2 of a travel of the elevator car 3 over a relatively short driving distance is shown.
  • a path-speed profile is calculated and activated for this, in which the travel speed of the elevator car can not reach its maximum, but transitions directly from the acceleration phase into the deceleration phase.
  • the travel-speed profile is also calculated for such short travel distances such that at the end of the deceleration phase the elevator car would stop at the target stop position if no disturbances such as slippage between the traction sheave 9 and the suspension means 5 or long-term changes in the distances between the stops 7 would occur as a result of building shrinkage.
  • the movement data of the drive machine 8 and the traction sheave 9 can be derived not only at any time, but theoretically also the movement data of the support means 5 and thus the elevator car 3.
  • the elevator control 10 by evaluating the signals of Incremental encoder 12 and summing the derived driving distances determine the current elevator car position and register.
  • the current elevator car position registered in the elevator controller will be referred to as "currently registered elevator car position”.
  • the 4 and 5 show schematically the elevator system according to Fig. 1A , wherein the elevator car 3 is respectively moved in the upward direction at the stops 7.
  • the elevator car 3 has a low cabin load, so that the counterweight 4 is heavier than the total weight of the elevator car.
  • the elevator car 3 has a relatively high cabin load, so that the total weight of the elevator car 3 is heavier than the counterweight 4.
  • the actual current elevator car position 17 is entered on the X-coordinate and the currently registered elevator car position 16 on the Y-coordinate.
  • the stops positions of the stops 7 are marked.
  • the curves 19.1, 19.2 show a typical course of the currently registered in the elevator control elevator car position 16 depending on the actual current elevator car position 17.
  • the currently registered elevator car position 16 is determined on the one hand from the signals of the incremental encoder 12 and on the other - according to the below described first measure-while driving the elevator car 3 due to the known, preferably determined during a learning trip stop position values of the respective stops 7 corrected.
  • this first measure consists in correcting the elevator car position 16 currently registered in the elevator control 10 at each of the stops 7 by registering the known and stored in the elevator control 10 stop position value of each stop as a new currently registered elevator car position 16 becomes.
  • all stops 7 are each provided with a stop mark 13, wherein all stops mark a - considered in the direction of travel of the elevator car - uniform length and are arranged relative to the respective assigned stop 7 at the same level.
  • the attached to the elevator car 3 stop sensor 15 detects when passing or stopping at a stop each of the beginning of the associated Stop mark 13. This situation is in the 4 and 5 shown.
  • the stop markers 13 and the stop position sensor 15 are positioned so that the elevator car 3 is in a stop position associated with the respective stop 7 after the elevator car ascends or descends upon detection of the heading of the associated stop mark 13 as viewed in the direction of travel has been moved to the known half-length of the stop mark further.
  • the elevator car position 16 currently registered in the elevator control is corrected according to a stop position value registered in the elevator controller for the respective stop 7, preferably detected during a learning trip.
  • the beginning of a stop mark and its end can be detected.
  • the distance corresponding to half the length of the stop mark 13 is the distance to the assigned stop position when driving upwards - d. H. in the positive direction of travel - to add to the known stop position value and to subtract from it when driving downwards.
  • the weight of the counterweight 4 is greater than the total weight of the low-loaded elevator car 3, so that when an upward movement of the elevator car, a negative slip between the support means 5 and traction sheave 9 results, ie a slip of the support means against the traction surface of the traction sheave in the direction of movement the traction surface.
  • a negative slip causes the currently registered elevator car position 16, as determined from the signals of the incremental encoder, to show an ever-increasing negative deviation from the actual current elevator car position as the driving distance in the upward direction increases having. From the curve 19.1 in Fig. 4 It can be seen that in each case upon detection of one of the stop markings 13, the currently registered elevator cage position-as described above-is corrected in accordance with the known stop position value, that is to say in the case of FIG Fig. 4 shown situation is increased.
  • the weight of the counterweight 4 is less than the total weight of the heavily loaded elevator car 3, so that when an upward movement of the elevator car positive slippage between support means 5 and traction sheave 9 results, ie a slip of the support means relative to the traction surface of the traction sheave, the movement this traction surface is opposite.
  • Such a positive slip has the consequence that the currently registered elevator car position 16 determined from the signals of the incremental rotary encoder has an ever increasing positive deviation from the actual current elevator car position with increasing travel distance in the upward direction. From the curve 19.2 in Fig. 5 It can be seen that each time one of the stop markings 13 is detected, the currently registered elevator cage position 16 is corrected as described above in accordance with the known stop position value, that is, at the time point in FIG Fig. 5 shown situation is reduced.
  • the path-speed profile 20.1, 20.2 (FIG. Fig. 2, 3rd ) is recalculated and activated according to the corrected currently registered elevator car position for the remaining distance of travel of the elevator car to the destination stop position. This ensures that the stop mark 13 of the target stop is reached at the scheduled driving speed, which ensures that the deceleration of the elevator car 3 can take place until the target stop position 18 is reached with the intended delay and in the shortest possible time.
  • Such a correction of the currently registered elevator car position 16 with corresponding adaptation of the path-speed profile for the remaining distance remaining for the travel of the elevator car to the destination stop position 18 is usually carried out when driving past at each intermediate stop. Alternatively, such an adjustment may additionally occur upon reaching the beginning of the stop mark 13 of the destination stop.
  • the detection of a start of a stop marking 13, as viewed in the direction of travel of the elevator car may be detected in each case the above-described correction of the stop position position value can be carried out, and in the subsequent detection of the end of the stop mark 13, the remaining distance of travel of the elevator car 3 to the target stop position and the distance-velocity profile 20.1, 20.2 corresponding to this remaining distance can be recalculated and activated.
  • FIGS. 6, 7 and 8 Based on FIGS. 6, 7 and 8 will be explained below, what is meant by an adjustment or a correction of the active path-speed profile 20 during a journey of the elevator car 3.
  • Path-speed profiles displayed in XV-coordinate systems In each case, the X coordinate of the travel distance of the elevator car and the V coordinate of the driving distance dependent on the said travel distance are assigned to the elevator car.
  • the stops 7 of the elevator installation are symbolically entered on the X-coordinate.
  • Fig. 6 shows a course of the driving speed of the elevator car or a speed profile for such a trip over several stops 7.
  • the elevator car 3 Based on the active prior to reaching the stop mark 13.2 the last intermediate stop 7.2, shown as a dashed line path speed profile 20.6, the elevator car 3 due positive slip in the coupling between the movement of the elevator car and the incremental shaft encoder 12 coupled to the prime mover (FIG. Fig. 1 ) the stop mark 13.1 of the target stop 7.1 not reach or with too low driving speed. This would have at least an increased travel time result, since the elevator car would have to cover a relatively large distance at a greatly reduced speed at the end of the journey. With relatively large deviations of the currently registered elevator car position from the actual current position of the elevator car, a standstill of the elevator system could even result in this situation.
  • the newly calculated and activated path-speed profile causes the elevator car 3 to reach the stop mark 13.1 of the destination stop 7.1 at a scheduled driving speed, so that it is ensured that the braking of the elevator car within the driving distance between the detection of Stop mark 13.1 of the target stop 7.1 and the achievement of the Zielhaltedianposition18.1 can be done with the intended delay and in the intended, optimized time.
  • Fig. 7 shows how Fig. 6 Based on the active prior to reaching the stop mark 13.2 the last intermediate stop 7.2, shown as a dashed line path-speed profile 20.7 would the elevator car - here due to negative slippage in the coupling between the Movement of the elevator car and the coupled with the engine 8 incremental encoder 12 - reach the stop mark 13.1 of the target stop 7.1 at too high speed.
  • the newly calculated and activated path-speed profile 20.7.1 also in this case causes the elevator car to reach the stop mark 13.1 of the destination stop 7.1 at the scheduled driving speed, so that the deceleration of the elevator car within the driving distance between the detection of the stop marker 13.1 of the destination stop 7.1 and reaching the stop position 18.1 of the target stop 7.1 can be done with the intended delay.
  • Fig. 8 shows in an enlarged view an end portion of a path-speed profile, which on the in Fig. 7 shown path-speed profile 20.7.1 based. In Fig. 8 However, a modified embodiment of the method can be seen.
  • a new, corrected path-speed profile 20.7.2 is calculated and activated for the remaining distance remaining between the position of the stop mark detection of the target stop and the target stop position.
  • This new, corrected path-speed profile 20.7.2 concludes according to Fig. 7 already corrected over the original path-speed profile 20.7 corrected path-speed profile 20.7.1.
  • Fig. 8 The change shown can be achieved an additional improved stopping accuracy at the Zielhaltestellenposition 18.1.
  • a distance-speed profile 20 for the journey is calculated and activated until the target stop position is reached.
  • the slip occurring during a travel of the elevator car 3 between the traction sheave 9 and the suspension elements 5 is highly dependent on the existing during the trip cabin load by passengers or cargo.
  • a further measure to avoid unacceptably large deviations between the currently registered and the actual elevator car position is therefore that the slip correction described above takes place in that the calculated driving distance between the current elevator car position and the target stop position, or the calculated remaining distance remaining to the target stop position is multiplied by a load-dependent slip factor f S / b .
  • load-dependent slip factors are stored in association with a respective one of a plurality of cabin load areas in a table memory of the elevator control.
  • a load-dependent slip factor f S / b is read from a column of the table memory assigned to the corresponding cabin load area on the basis of a measurement of the current cabin load.
  • Information about the currently present cabin load is determined by a load measuring device 11 (FIG. Fig. 1 ) to the elevator controller 10.
  • Load-dependent slip factors f S / b correspond to the ratio between the driving distance detected for a particular trip of the elevator car 3 by the incremental shaft encoder via a slip-prone coupling and the actual travel distance calculated on the basis of the known positions of the stop markings 13. They are determined in the course of normal operation of the elevator installation according to the method described below. This method is based on the idea of determining the actually occurring slip factors - referred to below as actual value slip factors - for each of several trips of the elevator car with a similarly large cabin load, to form an average value therefrom, and this mean value as applicable to the respective cabin load range load-dependent slip factor f S / b for the calculation of path-speed profiles.
  • an actual value slip factor is determined.
  • a first value for the travel distance detected on the basis of the signals of the incremental encoder 12 during travel between the end of the stop mark of the start stop and the beginning of the stop mark of the target stop is registered.
  • a second value for the said travel distance is calculated by the elevator control from the registered stop position values of the start stop and the destination stop, taking into account the defined length of the stop markings. The quotient of the first and the second value is then stored as the actual value slip factor with assignment to that cabin loading area to which the cabin load which was present in the evaluated journey can be assigned.
  • the storage takes place dynamically, ie, a number of consecutively detected actual value slip factors according to the first-in-first-out principle are stored in columns of a table memory, wherein each column is assigned to one of several cabin load ranges. For each of the table columns - ie for each cabin load area - is periodically calculates an average of the actual value slip factors stored therein. These average values are then available as information for the calculation of a path-speed profile 20 for a movement of the elevator car 3 from a current position of the elevator car to a destination stop, with a specific cabin load.
  • the value of the determined actual slip factors may be greater or less than 1, depending on the combination of cabin load and direction of travel.
  • the actual slip factor becomes greater than 1 if the total weight of the elevator car is greater than the weight of the counterweight and less than 1 if the total weight of the elevator car is less than the weight of the counterweight.
  • driving downwards the conditions are reversed, ie when driving downwards result actual slip factors whose values correspond to the reciprocal values of the actual slip factors, which result in the same weight ratios when driving uphill. If the determined actual slip factors are stored only with assignment to cabin load ranges and not in addition to the direction of travel, then the reciprocal values of the determined measured values are to be registered for one of the travel directions.
  • the reciprocal values of the load-dependent slip factors f S / b taken from the table memory are again to be used for this direction of travel.
  • the use of reciprocal values can be avoided by assigning the ascertained actual slip factors during the storage not only to the different cabin load areas, but also to the directions in which they were determined.
  • the lift control 10 is aware of the stop position values of all stops 7 and thus the position values of the stop markings 13 associated therewith.
  • this information must be entered during the commissioning of the elevator system in the elevator control.
  • this is done by having the elevator controller cause the elevator car 3 to execute a learn run comprising an up-learn run and a down-learn run.
  • the learning journey extends over all stops 7 and the stops assigned to these stops and relative to these correctly leveled stop markers 13.
  • the up-learning travel of the elevator car 3 starts from a position lying slightly below the lowest stop.
  • the elevator controller 10 continuously detects the current position of the elevator car 3 due to the signals of the incremental shaft encoder 12, and at the As the elevator car passes the stop markings 13, the stop position sensor 15 attached to the elevator car 3 detects the beginnings or the lower edges 14 of these stop markings.
  • the elevator controller sets the position value of the position detecting system to zero, and assigns the lower stop a position value increased by half the length of the stop mark as the stop position value.
  • the elevator controller 10 assigns each of the currently registered elevator car positions to each of the detected lower edges of all stop markers 13, calculates the stop position values of all stops 7 by registering the known half vertical length of the stop markers 13 and registers them in a data memory.
  • the learning run can additionally serve to check or correct the value of the drive pulley diameter entered by the elevator control before the start of operation of the elevator installation. This check or correction is made when crossing a stop mark by comparing the detected on the basis of the signals of the stop sensor 15 and the incremental encoder 12 distance between the beginning and end of the stop mark with the exact known length of the stop mark.
  • Fig. 9 is schematically the elevator system 1 according Fig. 1 illustrated, the elevator car 3, the counterweight 4, the drive machine 8 with the traction sheave 9 and the driven by the prime mover on the traction sheave, the elevator car and the counterweight carrying support means 5 comprises.
  • the Incremental encoder 12 detects the rotational movement of the traction sheave 9 and thus substantially the movement of the elevator car.
  • the correction method proposed here is based on the finding that a learning run involving an empty learning station and a subsequent downwards learning journey results in a difference between an elevator position from a specific position in the lower elevator area and an incremental position by means of an incremental position.
  • Rotary encoders detected uphill travel distance d e / up and the down travel distance d e / ab detected from the reverse position to the determined position, and that difference corresponds to the total slip S tot resulting from the slip S arising on uphill on and the resulting during the downward travel slip S from composed.
  • Fig. 9 these relationships are shown graphically.
  • the vector marked with the reference character d t / on represents the actual uphill travel distance d t / traveled during the learning travel in the upward direction by the elevator car 3 above the mentioned specific location.
  • the specific location is defined here by the lower edge 14.1 of the stop mark 13.1 of the lowermost stop, which is detected by means of the stop position sensor 15 attached to the elevator car 3 and, as described above, also serves to determine the zero position value of the position detection system.
  • the reduction of the detected position value that is to say the counting back of the count of the position detection system, already begins with a position value reduced by the slip S in relation to the actual driving distance d t .
  • the positive slip occurring between the traction sheave 9 and the support means 5 during the downward learning travel causes an increase in the rotational movement of the traction sheave 9 required for the actual downward travel distance d t / ab , which is a deviation of the downwards travel distance d e / detected by incremental encoders. from the actual downwards driving distance d t / ab results, which deviation is referred to as slip S ab .
  • the determined at Position detected value, or the count of the position detection system have reached a value which is the total slip S tot designated sum of the two slip values S on and S ab in the negative range and the difference from the detected down travel distance d e / ab and the detected uphill travel distance d e / on .
  • Reference numeral 202 denotes a semiconductor table memory of the elevator control comprising a plurality of table columns, each associated with a cabin load area and a travel direction, in which the load-dependent slip factors f S / b calculated in step 130 and dependent on the car load and the direction of travel are stored the correction of the calculated actual travel distance described in step 113 is retrievable.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Elevator Control (AREA)
  • Indicating And Signalling Devices For Elevators (AREA)

Claims (16)

  1. Procédé pour commander une machine d'entraînement (8) d'une installation d'ascenseur (1), étant précisé qu'une cabine d'ascenseur (3) peut être déplacée par ladite machine d'entraînement (8), par l'intermédiaire d'une poulie motrice (9) et d'au moins un moyen porteur flexible (5), le long d'une glissière et peut être arrêtée au niveau de positions d'arrêt (18) de plusieurs arrêts (7), étant précisé
    que grâce à une commande d'ascenseur (10), un déplacement de la cabine (3) peut être détecté sur la base de signaux d'un capteur de rotation (12) couplé à un mouvement rotatif de la machine d'entraînement (8) et de la poulie motrice (9),
    qu'avant le début d'un trajet de la cabine (3), une courbe de déplacement sous la forme d'un profil distance-vitesse (20.1, 20.2, 20.6, 20.7) est calculée pour un trajet de la cabine (3) d'une position de cabine momentanée jusqu'à une position d'arrêt de destination,
    que lors du calcul du profil distance-vitesse (20.1, 20.2, 20.6, 20.7), un patinage à prévoir entre la poulie motrice (9) et le moyen porteur (5) est intégré au calcul, et
    que pendant le trajet de la cabine (3), un mouvement rotatif de la machine d'entraînement (8), et donc de la poulie motrice (9), est commandé par la commande d'ascenseur (10) en fonction du profl distance-vitesse (20.1, 20.2, 20.6, 20.7) calculé et de signaux du capteur de rotation (12).
  2. Procédé selon la revendication 1, caractérisé
    en ce qu'avant le début d'un trajet de la cabine d'ascenseur (3), une distance réelle entre la position de cabine momentanée et une position d'arrêt de destination est calculée,
    en ce que sur la base de la distance réelle et du patinage à prévoir entre la poulie motrice (9) et le moyen porteur (5), une distance à correction de patinage est calculée, et
    en ce que sur la base de la distance à correction de patinage, le profl distance-vitesse (20.1, 20.2, 20.6, 20.7) est calculé pour un trajet de la cabine (3) de la position de cabine momentanée jusqu'à la position d'arrêt de destination.
  3. Procédé selon la revendication 1 ou 2, caractérisé en ce que
    les positions d'arrêt (18) sont identifiées par des repères d'arrêt (13), et ces repères d'arrêt (13) sont détectés par au moins un capteur d'arrêt (15) installé sur la cabine d'ascenseur (3),
    les repères (13) de tous les arrêts (7) ont la même longueur- mesurée dans le sens de circulation de la cabine (3) - et sont au moins suffisamment longs pour qu'un arrêt de la cabine (3) soit possible à l'intérieur de la moitié de la longueur des repères (13), et
    les repères (13) et le capteur d'arrêt (15) sont disposés de telle sorte qu'un plancher (3.1) de la cabine (3) se trouve au même niveau qu'une position d'arrêt (18) quand la cabine (3) poursuit sa course, montante ou descendante, sur la moitié de la longueur du repère (13) après la détection d'un début d'un repère (13).
  4. Procédé selon l'une des revendications 1 à 3, caractérisé en ce que
    pendant un trajet de la cabine d'ascenseur (3), la machine d'entraînement (8) est commandée de telle sorte que ladite cabine (3) soit déplacée suivant le profil distance-vitesse (20.1, 20.2, 20.6, 20.7) calculé, de la position de cabine momentanée jusqu'à un repère (13) d'un arrêt intermédiaire ou d'un arrêt de destination, et
    quand un tel repère d'arrêt (13) est atteint, une correction d'une position de cabine enregistrée momentanément et une correction correspondante du profil distance-vitesse (20.1, 20.2, 20.6, 20.7) ont lieu pour une distance restante qui doit encore être parcourue par la cabine (3) jusqu'à la position d'arrêt de destination.
  5. Procédé selon l'une des revendications 2 à 4, caractérisé en ce que pour calculer la distance à correction de patinage, le calcul intègre des facteurs de patinage de valeurs différentes, dont les valeurs dépendent d'une charge de cabine présente pendant chaque trajet de la cabine d'ascenseur (3).
  6. Procédé selon l'une des revendications 1 à 5, caractérisé en ce que
    lors de la mise en service de l'installation d'ascenseur (1), un trajet d'apprentissage de la cabine (3) est effectué pour déterminer et enregistrer les valeurs de position de tous les arrêts (7), et
    après achèvement du trajet d'apprentissage, un facteur de patinage de trajet d'apprentissage est déterminé et les valeurs de position d'arrêt enregistrées sont corrigées en fonction du facteur de patinage de trajet d'apprentissage déterminé.
  7. Procédé selon la revendication 6, caractérisé en ce que le trajet d'apprentissage est exécuté sans charge de cabine ou avec une charge de cabine qui représente moins de 30 % de la charge nominale.
  8. Procédé selon la revendication 6 ou 7, caractérisé en ce que
    la cabine d'ascenseur (3), lors du trajet d'apprentissage, exécute tout d'abord un aller lors duquel un capteur d'arrêt (15) installé sur la cabine (3) détecte tout d'abord un repère de position zéro, puis les repères (13) de tous les arrêts (7), et exécute ensuite un retour lors duquel le capteur d'arrêt atteint et détecte à nouveau le repère de position zéro, étant précisé
    qu'à l'aller, lors de la détection de l'un des repères d'arrêt (13) par le capteur d'arrêt (15), une distance détectée à l'aide du capteur de rotation (12) entre le repère de position zéro et le marquage d'arrêt est corrigée de la moitié de la longueur du repère d'arrêt et est enregistrée comme valeur de position d'arrêt.
  9. Procédé selon la revendication 7 ou 8, caractérisé en ce que le facteur de patinage de trajet d'apprentissage est déterminé grâce au fait
    qu'une distance entre un endroit défini situé dans la zone du début de l'aller et une position d'inversion située à la fin de l'aller est détectée sur la base des signaux du capteur de rotation (12),
    qu'une distance entre la position d'inversion située à la fin de l'aller et l'endroit défini situé dans la zone du début de l'aller est détectée sur la base des signaux du capteur de rotation (12), et
    qu'une fois le trajet d'apprentissage terminé, une différence entre les deux distances détectées, laquelle différence représente le patinage qui apparaît dans l'ensemble pendant l'aller-retour, est divisée par la distance détectée dans l'ensemble lors de l'aller-retour.
  10. Procédé selon l'une des revendications 1 à 9, caractérisé en ce que lors de trajets de la cabine d'ascenseur (3) pendant le fonctionnement normal de l'installation d'ascenseur (1), des facteurs de patinage à valeur réelle sont déterminés grâce au fait qu'une première valeur est déterminée pour une distance définie entre un arrêt de départ et l'arrêt de destination, sur la base des signaux du capteur de rotation (12), qu'une seconde valeur est calculée pour la distance définie, sur la base des valeurs de position d'arrêt enregistrées de l'arrêt de départ et de l'arrêt de destination, et que le quotient des première et seconde valeurs est stocké de manière dynamique comme facteur de patinage à valeur réelle, en étant affecté à une zone de charge de cabine parmi plusieurs zones de charge de cabine, étant précisé que pour définir cette affectation, la charge de cabine présente lors du trajet de la cabine (3) est détectée par la commande d'ascenseur (10).
  11. Procédé selon la revendication 10, caractérisé en ce que chacun des facteurs de patinage à valeur réelle calculés est stocké pour une zone de charge de cabine parmi d'autres ou à la fois pour une zone de charge de cabine parmi d'autres et pour l'un des deux sens de circulation, étant précisé que cette affectation se fait suivant la charge de cabine ou le sens de circulation existant lors du trajet de la cabine d'ascenseur (3) lors duquel a été déterminé le facteur de patinage à valeur réelle.
  12. Procédé selon la revendication 10 ou 11, caractérisé en ce que la commande d'ascenseur (10) comprend une mémoire sous forme de tableau dans laquelle chaque colonne de tableau est affectée à une zone de charge de cabine parmi d'autres, ou à la fois à une zone de charge de cabine parmi d'autres et à l'un des deux sens de circulation, étant précisé que les facteurs de patinage à valeur réelle calculés après les trajets de la cabine d'ascenseur (3) sont stockés de manière dynamique dans la colonne de tableau affectée à la zone de charge de cabine ou au sens de circulation qui comprend la charge de cabine ou le sens de circulation existant lors du trajet terminé de la cabine (3).
  13. Procédé selon la revendication 12, caractérisé en ce que dans les colonnes du tableau est stocké de manière dynamique un nombre limité de facteurs de patinage à valeur réelle calculés en dernier et affectés à l'une des colonnes du tableau, pour chacune des colonnes du tableau est calculée périodiquement une valeur moyenne des facteurs de patinage à valeur réelle stockés, et ces valeurs moyennes sont fournies comme facteurs de patinage actuels, dépendants de la charge, pour le calcul de profils distance-vitesse (20.1, 20.2, 20.6, 20.7) pour les déplacements de la cabine d'ascenseur (3) d'une position de cabine momentanée jusqu'à une position d'arrêt de destination.
  14. Procédé selon l'une des revendications 1 à 13, caractérisé en ce que
    pendant un trajet de la cabine d'ascenseur (3), une position de cabine enregistrée momentanément est déterminée de manière continue dans la commande d'ascenseur (10) sur la base des signaux du capteur de rotation (12), et
    la commande d'ascenseur (10) commande, sur la base de la position de cabine enregistrée momentanément et du profil distance-vitesse calculé précédemment pour le trajet de la cabine (3), la vitesse de rotation momentanée de la machine d'entraînement (8) ou de la poulie motrice (9), étant précisé
    que lors de la détection d'un repère d'arrêt (13) d'un arrêt intermédiaire (7) situé entre un arrêt de départ et l'arrêt de destination, une correction de la position de cabine enregistrée momentanément est effectuée sur la base de la valeur de position d'arrêt affectée à ce repère d'arrêt (13) lors du trajet d'apprentissage.
  15. Procédé selon la revendication 14, caractérisé en ce que,
    après la correction de la position de cabine d'ascenseur enregistrée momentanément, ladite distance entre la position de cabine enregistrée momentanément et la position d'arrêt de destination est recalculée et est corrigée avec le facteur de patinage actuel dépendant de la charge, et
    sur la base de la distance recalculée et corrigée avec le facteur de patinage actuel dépendant de la charge, un nouveau profil distance-vitesse est calculé pour le trajet de la cabine de la position de cabine enregistrée momentanément jusqu'à la position d'arrêt de destination.
  16. Dispositif pour la mise en oeuvre du procédé selon la revendication 1 pour commander une machine d'entraînement (8) d'une installation d'ascenseur (1), étant précisé que l'installation d'ascenseur (1) comprend au moins les composants suivants :
    une cabine d'ascenseur (3) qui est apte à être déplacée par l'intermédiaire d'une poulie motrice (9) et d'au moins un moyen porteur flexible (5) le long d'une glissière et à être arrêtée au niveau de positions d'arrêt (18) de plusieurs arrêts (7), et
    un capteur de rotation (12) qui est couplé avec un mouvement rotatif de la machine d'entraînement (8) ou de la poulie motrice (9), pour détecter un déplacement de la cabine d'ascenseur (3),
    une commande d'ascenseur (10), avec un processeur ou plusieurs processeurs qui servent à la réalisation des opérations suivantes :
    calcul d'une courbe de déplacement de la cabine (3) sous la forme d'un profil distance-vitesse (20.1, 20.2, 20.6, 20.7) pour un trajet de la cabine (3) d'une position de cabine momentanée jusqu'à une position d'arrêt de destination, étant précisé que lors du calcul du profil distance-vitesse (20.1, 20.2, 20.6, 20.7), un patinage à prévoir entre la poulie motrice (9) et le moyen porteur (5) est intégré au calcul, et
    commande d'un mouvement rotatif de la machine d'entraînement (8), et donc de la poulie motrice (9), pendant le trajet de la cabine (3) en fonction du profil distance-vitesse (20.1, 20.2, 20.6, 20.7) calculé et de signaux du capteur de rotation (12).
EP11752234.2A 2010-09-09 2011-09-06 Procédé de commande d'une machine d'entraînement d'un système d'ascenseur Active EP2614027B1 (fr)

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PCT/EP2011/065345 WO2012032020A1 (fr) 2010-09-09 2011-09-06 Procédé de commande d'une machine d'entraînement d'un système d'ascenseur

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JP4722855B2 (ja) * 2004-09-09 2011-07-13 三菱電機株式会社 エレベータ装置
JP5037139B2 (ja) * 2006-02-01 2012-09-26 三菱電機株式会社 エレベータ装置
US8297413B2 (en) * 2007-06-21 2012-10-30 Mitsubishi Electric Corporation Safety device for elevator and rope slip detection method using drive sheave acceleration
EP2352689B1 (fr) * 2008-12-04 2013-04-10 Inventio AG Procédé destiné à la libération du moyen de réception de charge ou du poids d'équilibrage d'un ascenseur à partir d'une position de capture

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10906775B2 (en) 2015-08-19 2021-02-02 Otis Elevator Company Elevator control system and method of operating an elevator system

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US20120222917A1 (en) 2012-09-06
WO2012032020A1 (fr) 2012-03-15
US8863908B2 (en) 2014-10-21
AU2011298833B2 (en) 2017-01-19
BR112013004410A2 (pt) 2016-05-17
EP2614027A1 (fr) 2013-07-17
BR112013004410B1 (pt) 2021-04-20
AU2011298833A1 (en) 2013-02-28
CN103097272A (zh) 2013-05-08
CN103097272B (zh) 2014-12-31

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