EP0429835B2 - Method and arrangement to decrease the risk of being caught between automatic doors - Google Patents

Method and arrangement to decrease the risk of being caught between automatic doors Download PDF

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Publication number
EP0429835B2
EP0429835B2 EP90119947A EP90119947A EP0429835B2 EP 0429835 B2 EP0429835 B2 EP 0429835B2 EP 90119947 A EP90119947 A EP 90119947A EP 90119947 A EP90119947 A EP 90119947A EP 0429835 B2 EP0429835 B2 EP 0429835B2
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EP
European Patent Office
Prior art keywords
door
motor
drive
force
dvmax
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Expired - Lifetime
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EP90119947A
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German (de)
French (fr)
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EP0429835A1 (en
EP0429835B1 (en
Inventor
Mark Heckler
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Inventio AG
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Inventio AG
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B13/00—Doors, gates, or other apparatus controlling access to, or exit from, cages or lift well landings
    • B66B13/24—Safety devices in passenger lifts, not otherwise provided for, for preventing trapping of passengers
    • B66B13/26—Safety devices in passenger lifts, not otherwise provided for, for preventing trapping of passengers between closing doors
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2400/00—Electronic control; Electrical power; Power supply; Power or signal transmission; User interfaces
    • E05Y2400/10—Electronic control
    • E05Y2400/50—Fault detection
    • E05Y2400/504—Fault detection of control, of software
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2400/00—Electronic control; Electrical power; Power supply; Power or signal transmission; User interfaces
    • E05Y2400/10—Electronic control
    • E05Y2400/52—Safety arrangements associated with the wing motor
    • E05Y2400/53—Wing impact prevention or reduction
    • E05Y2400/54—Obstruction or resistance detection
    • E05Y2400/56—Obstruction or resistance detection by using speed sensors
    • E05Y2400/564—Obstruction or resistance detection by using speed sensors sensing motor speed
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2900/00—Application of doors, windows, wings or fittings thereof
    • E05Y2900/10—Application of doors, windows, wings or fittings thereof for buildings or parts thereof
    • E05Y2900/104—Application of doors, windows, wings or fittings thereof for buildings or parts thereof for elevators

Definitions

  • the present invention relates to a method and a device for reducing the risk of pinching in automatic doors with a motor with drive control for elevators with controlled door drive, which, via the motor with drive control and mechanical transmission and coupling members, door leaf of a shaft and cabin door from a closed position into an open position and vice versa and which stops the door leaf in any position between the two end positions open and closed, moves it in the same direction or reverses.
  • Pinching elevator users between closing elevator doors must be prevented by means of suitable devices due to the relevant regulations.
  • Such devices usually consist of electromechanical closing force limiters, which have a resilient element in the power transmission between the motor and the door, which actuates an electrical contact by deflection when the force is exerted on the door and initiates a reversal of the door via door control.
  • US Pat. No. 4,563,625 has disclosed a solution in which an impermissible force on the door is detected without electromechanics.
  • a measuring resistor 230, Fig. 4
  • the voltage drop proportional to the motor current is interpreted as a torque value and compared with an adjustable limit value. If it is exceeded, stop and reverse operations are triggered.
  • a major disadvantage of this solution is that the closing force must never be greater than the value permitted by the regulations. This unnecessarily reduces the acceleration force of the drive and the short-term overload possibility of an electric motor is not exploited. Furthermore, with a gradual change in the efficiency in the mechanical drive system, an incorrect response of the closing force limitation and thus a door fault is the result.
  • capacitive sensors are attached to the closing edges of automatic elevator doors, which generate error signals when their antennas are capacitively influenced by an obstacle or a disturbance.
  • the disclosed solution describes the further processing of the error signals and their compensation in the event of slowly changing interference.
  • a sensor device is used for a pinch protection required and the pinch protection is no longer guaranteed when the door closes in the last few cm of the closing movement due to the necessary passivation of the sensors.
  • the present invention is based on the object of providing a method and a device for limiting the closing force without additional, discrete measuring and switching circuits which limit the motor output.
  • FIG. 1 shows an automatic elevator door 1 with a door motor 1.1, a door drive control 1.2, a belt transmission 1.3 and a drive belt 1.4.
  • door drivers 1.5 door leaves 1.6 are moved, which have door rollers 1.7, guide pieces 1.13 and safety strips 1.11 with control parts 1.12.
  • door drivers 1.10 on the door wings 1.6.
  • a switch cam 1.15 on the upper edge of the right door leaf 1.6 actuates a limit switch open position 1.9 in the open position and a limit switch closed position 1.8 in the closed position.
  • FIG. 2 is a block diagram in which functional elements and their relationship to one another are shown on a cabin 2.
  • the door drive control 1.2 contains a uP control 2.3 and a switching electronics 2.4.
  • the door motor 1.1 consists of a DC motor 2.1 and a digital speedometer 2.2.
  • the drive elements 1.3, 1.4 and 1.5 shown in FIG. 1 are combined with a mechanical drive 2.5.
  • the shaft door drivers 1.10 act on a shaft door 2.8.
  • the functional elements 2.5, 1.6 and 2.8 still act on a mechanical locking device 2.6 and this on locking contacts 2.7.
  • actuated limit switches 1.8, 1.9 are connected to a control logic part, not shown in this figure, in the uP controller 2.3, which forwards the corresponding signals via a hanging cable 2.12 into a machine room 2.13.
  • the door security strips 1.11 and an anteroom monitoring 2.10 react to effects from a periphery 2.11 and are connected to the uP control 2.3 as well as to the machine room 2.13, in which there is an elevator control, not shown in this figure.
  • a power supply 2.9 supplies the entire door drive control 1.2.
  • Fig. 3 shows the control scheme with the door drive.
  • the bordered area of the UP control 2.3 has all the elements of the door motor control.
  • a setpoint generator 3.5 essentially consists of the stored driving curves 3.20, 3.21 and 3.22 and the driving curve selector 3.18, which is influenced by an elevator control 3.17. From the setpoint generator 3.5, a setpoint V ref leads to a first comparator 3.1, to which an actual value V ist is also led from the digital tachometer 2.2 via a DA converter 3.15.
  • a subsequent differential value transmitter 3.6 has a first connection to a limit value comparator 3.7 and a second connection to a second comparator 3.2.
  • the limit value comparator 3.7 which additionally receives the tolerance values from a setpoint generator 3.5 via a second input, appropriate signals are sent to the elevator control system 3.17 if they are exceeded.
  • a learning trip selector 3.19 influenced by the elevator control 3.17 activates a learning trip computer 3.11, which determines values for a mass compensation 3.12 and a friction compensation 3.13.
  • a fourth comparator 3.4 these values are added and their sum is passed to the second comparator 3.2 as a compensation value V k .
  • the output of the second comparator 3.2 leads to a controller 3.8, in which the corresponding manipulated variable value is generated for a subsequent switching electronics 2.4.
  • a second input in the switching electronics 2.4 is connected to the elevator control 3.17.
  • the DC motor 2.1 is controlled by the switching electronics 2.4 on the principle of pulse width modulation.
  • the motor force F mot leads via a third comparator 3.3 to a drive load 3.10, which in response causes the drive counterforce F A.
  • An external interference force 3.9 acts as a negative force F w on the third comparator 3.3 in the event of a fault.
  • the connection of the DC motor 2.1 with the digital speedometer 2.2 is mechanical.
  • the digital tachometer 2.2 is electrically connected to the digital filter 3.15 and via 3.1.1 to the learning trip selector 3.19.
  • FIG. 4 shows a diagram with the closing travel curve 3.22, which corner points a, b, c, d, e and f.
  • a real setpoint curve 4.1 is generated by rounding filter circuits from the closing travel curve 3.22.
  • a positive tolerance curve 4.3 with a distance + dV max and a negative tolerance curve 4.2 with a distance - dV max from the real target value curve are generated from the real setpoint curve 4.1.
  • FIG. 4a shows this process.
  • a filter 3.22.1 rounds off the corners of the closing travel curve 3.22 to such an extent that this results in the real setpoint 4.1, which is present in this form at the output of the setpoint generator 3.5 as V ref .
  • the same value is also fed to a divider 3.22.2. This continuously determines, for example, a 5% share of the current real target value 4.1, and the positive tolerance limit value + dV max is obtained in this way.
  • the negative tolerance limit value - dV max is formed.
  • Fig. 5 is a flow chart showing the functions of a door closing trip. The mode of operation of the invention is explained in more detail below with reference to this and FIG.
  • the elevator control 3.17 sets the travel curve selector 3.18 to the close position. This process takes place contactlessly and with memory addressing.
  • the closing travel curve 3.22 called up in the memory (not shown) is also stored as a number of straight lines with the corner points a, b, c, d, e, and f. These key points are defined on the occasion of the first learning trip and are, for example, a at 30%, b at 50%, c at 70%, d at 75%, e at 85% and f at 95% of the total closing path of the Door.
  • V ref starts according to the real setpoint 4.1.
  • the actual value V ist originating from the digital tachometer 2.2 and converted into an analog value in the DA converter 3.15 is supplied. The difference between the two values is then available as a control error dV.
  • the control error dV is checked for its tolerance.
  • the value dV in the second comparator 3.2 is added a compensation value V k supplied by the fourth comparator 3.4 and the input signal for the controller 3.8 is formed.
  • the controller 3.8 produces a modulation signal for the switching electronics 2.4, which in turn controls the DC motor 2.1 according to the previously mentioned principle of pulse width modulation.
  • the motor force F mot counteracts a reaction force F A caused by a drive load 3.10, which has negative values when accelerating and positive values when decelerating.
  • the third comparator 3.3 is used to represent the comparison of forces and is not really available. In the normal case, the external interference force 3.9 or F w is not effective.
  • the timing of the real setpoint 4.1 is controlled depending on the path, which is made possible by the digital tachometer 2.2 via integrator 3.16.
  • a negative value means: The actual value V ist has fallen below the current real setpoint 4.1 or V ref by more than - dV max .
  • a positive value means: The actual value V ist has exceeded the current value V ref by more than + dV max .
  • the latter can occur, for example, in the event of a belt break, in which case the suddenly outgoing DC motor 2.1 briefly generates such values via digital tachometer 2.2 and digital filter 3.15 until it is regulated.
  • An interference signal 3.14.1 is then formed in the sequence, followed by switching off via elevator control 3.17 or door control logic 3.14. If the closing door is held open or braked by an external interference force 3.9, a negative overshoot occurs, ie dV> - dV max . In this case, the DC motor is braked electrodynamically and, if necessary, additionally mechanically to a standstill and a reversal, ie an opening movement, is initiated.
  • the setpoint generator 3.5 has a learning travel curve 3.20 which, if necessary, is called up by the elevator controller 3.17 by means of the travel curve selector 3.18.
  • the learn run selector 3.19 is activated and the learn run is carried out as a closing movement at constant and very low speed.
  • the time course of the control error dV registered with the learning trip computer gives the indication of the mass to be accelerated in the acceleration phase and, over the entire course, the information about the friction conditions on the basis of the determined control error dV.
  • a mass compensation value 3.12 is calculated with the former and a friction compensation value 3.13 with the latter.
  • the two compensation values added together in the fourth comparator 3.4 are then fed to the second comparator 3.2 with each normal closing travel.
  • the very first learning trip is used to record route data, which then defines the key points, accelerations and speeds for the driving curves 3.21 and 3.22.
  • Learning trips can be carried out at any time interval as required. This can be, for example, once in 24 hours or even every time the door is closed without a lift command.
  • FIG. 1 shows, automatic elevator doors 1 with safety strips 1.11 are normal. equipped. However, these only fulfill their functions up to a certain distance from each other. If, for example, the front edges of the door have approached five to two cm during a closing movement, the detection systems of the security strips have to be made less sensitive or even switched off to prevent self-detection.
  • the invention fulfills the requirement for complete protection against pinching up to the last mm.
  • the door speed is also so low that the dynamic force component is negligibly small and only the static part is effective.
  • the response values of the closing force limit can be set considerably below the prescribed maximum value without impairing the door operations, in order to protect the elevator users even better.

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  • Power-Operated Mechanisms For Wings (AREA)
  • Elevator Door Apparatuses (AREA)
  • Automobile Manufacture Line, Endless Track Vehicle, Trailer (AREA)
  • Devices For Checking Fares Or Tickets At Control Points (AREA)
  • Vending Machines For Individual Products (AREA)
  • Control Or Security For Electrophotography (AREA)
  • Electrical Discharge Machining, Electrochemical Machining, And Combined Machining (AREA)
  • Crushing And Pulverization Processes (AREA)
  • Disintegrating Or Milling (AREA)

Abstract

By means of this method and the arrangement, in the case of an automatic door, especially in the case of lifts with a controlled door drive which moves doors of a cabin door by means of a motor with a reduction gear and a mechanical drive, and moves doors of a shaft door via mechanical coupling elements, protection against being caught, responding up to the last few mm of a door closing movement with constant force levels, is provided. In this case, this is done by a control error dV being continuously compared during the door closing movement with a maximum permissible control error dVmax produced by a nominal value sensor (3.5) and, if this maximum control error is exceeded, the door is stopped with subsequent reversing. The response levels for an external disturbing force (3.9) are kept constant by a calibration trip computer (3.11) determining values for mass compensation (3.12) and values for friction compensation (3.13) during periodic calibration trips and supplying these values as a compensation value Vk to a second comparator (3.2). In consequence, the magnitude of an external disturbing force (3.9) is also known, or can be measured precisely, with a defined gain of the controller (3.8) and a known torque characteristic of the DC motor (2.1), which creates the precondition for safe protection against being caught. <IMAGE>

Description

Die vorliegende Erfindung betrifft ein Verfahren und eine Vorrichtung zur Herabsetzung der Einklemmgefahr bei automatischen Türen mit Motor mit Antriebsregelung bei Aufzügen mit geregeltem Türantrieb, welcher über den Motor mit Antriebsregelung und mechanische Uebertragungs- und Kupplungsglieder Türflügel einer Schacht- und Kabinentür von einer Geschlossenstellung in eine Offenstellung und umgekehrt bewegt und welcher die Türflügel in jeder Stellung zwischen den beiden Endstellungen Offen und Geschlossen stoppen, in gleicher Richtung weiterbewegen oder reversieren lässt.The present invention relates to a method and a device for reducing the risk of pinching in automatic doors with a motor with drive control for elevators with controlled door drive, which, via the motor with drive control and mechanical transmission and coupling members, door leaf of a shaft and cabin door from a closed position into an open position and vice versa and which stops the door leaf in any position between the two end positions open and closed, moves it in the same direction or reverses.

Das Einklemmen von Aufzugsbenützern zwischen sich schliessenden Aufzugstüren muss aufgrund einschlägiger Vorschriften mittels geeigneten Vorrichtungen verhindert werden. Solche Vorrichtungen bestehen meist inform von elektromechanischen Schliesskraftbegrenzern, welche in der Kraftübertragung zwischen Motor und Tür ein federndes Element aufweisen, welches bei unzulässiger Krafteinwirkung auf die Tür durch Auslenkung einen elektrischen Kontakt betätigt und dieser via Türsteuerung eine Reversierung der Tür einleitet.Pinching elevator users between closing elevator doors must be prevented by means of suitable devices due to the relevant regulations. Such devices usually consist of electromechanical closing force limiters, which have a resilient element in the power transmission between the motor and the door, which actuates an electrical contact by deflection when the force is exerted on the door and initiates a reversal of the door via door control.

Mit der US-Patentschrift Nr. 4, 563, 625 ist eine Lösung bekannt geworden, bei welcher eine unzulässige Krafteinwirkung auf die Tür ohne Elektromechanik detektiert wird. Mittels eines Messwiderstandes (230, Fig. 4) im Motorstromkreis wird der dem Motorstrom proportionale Spannungsabfall als Drehmomentwert interpretiert und mit einem einstellbaren Grenzwert verglichen. Bei Überschreitung desselben werden Stop- und Reversieroperationen ausgelöst.US Pat. No. 4,563,625 has disclosed a solution in which an impermissible force on the door is detected without electromechanics. Using a measuring resistor (230, Fig. 4) in the motor circuit, the voltage drop proportional to the motor current is interpreted as a torque value and compared with an adjustable limit value. If it is exceeded, stop and reverse operations are triggered.

Ein wesentlicher Nachteil dieser Lösung ist der, dass die Schliesskraft nie einen grösseren als den gemäss den Vorschriften erlaubten Wert aufweisen darf. Das reduziert unnötigerweise die Beschleunigungskraft des Antriebes und es wird die kurzzeitige Überlastungsmöglichkeit eines Elektromotors nicht ausgenützt. Ferner ist bei einer allmählichen Veränderung des Wirkungsgrades im mechanischen Antriebssystem ein fehlerhaftes Ansprechen der Schliesskraftbegrenzung und somit eine Türstörung die Folge.A major disadvantage of this solution is that the closing force must never be greater than the value permitted by the regulations. This unnecessarily reduces the acceleration force of the drive and the short-term overload possibility of an electric motor is not exploited. Furthermore, with a gradual change in the efficiency in the mechanical drive system, an incorrect response of the closing force limitation and thus a door fault is the result.

Gemäss einer europäischen Patentanmeldung Nr. 0 213 308 sind zum Zwecke der Hinderniserkennung an den Schliesskanten von automatischen Aufzugstüren kapazitive Sensoren angebracht, welche Fehlersignale erzeugen, wenn ihre Antennen durch ein Hindernis oder eine Störung kapazitiv beeinflusst werden. Die offenbarte Lösung beschreibt die Weiterverarbeitung der Fehlersignale und deren Kompensation bei langsam veränderlicher Störbeeinflussung. Bei dem Stand der Technik wird für einen Einklemmschutz eine Sensor-Vorrichtung benötigt und der Einklemmschutz ist bei schliessender der Türe in den letzten paar cm der Schliessbewegung infolge der nötigen Passivierung der Sensoren nicht mehr gewährleistet.According to a European patent application No. 0 213 308, for the purpose of obstacle detection, capacitive sensors are attached to the closing edges of automatic elevator doors, which generate error signals when their antennas are capacitively influenced by an obstacle or a disturbance. The disclosed solution describes the further processing of the error signals and their compensation in the event of slowly changing interference. In the prior art, a sensor device is used for a pinch protection required and the pinch protection is no longer guaranteed when the door closes in the last few cm of the closing movement due to the necessary passivation of the sensors.

Der vorliegenden Erfindung liegt die Aufgabe zugrunde, ein Verfahren und eine Vorrichtung für eine Schliesskraftbegrenzung ohne zusätzliche, diskrete die Motorleistung limitierende Messund Schaltkreise zu schaffen.The present invention is based on the object of providing a method and a device for limiting the closing force without additional, discrete measuring and switching circuits which limit the motor output.

Die Aufgabe wird durch die in den Ansprüchen gekennzeichnete Erfindung gelöst.The object is achieved by the invention characterized in the claims.

Die durch die Erfindung erreichten Vorteile sind im wesentlichen darin zu sehen, dass die Ansprechkraft der Schliesskraftbegrenzung konstant bleibt und dass der Einklemmschutz bis zum letzten mm der Schliessbewegung gewährleistet ist. Ferner wird für den verbesserten Einklemmschutz keine zusätzliche Annäherungssensorik benötigt. Ein weiterer Vorteil liegt darin, dass weitgehend vorhandene regeltechnische Einrichtungen für das Verfahren verwendet werden und dass der Motor besser ausgenüzt werden kann.The advantages achieved by the invention are essentially to be seen in the fact that the response force of the closing force limitation remains constant and that the protection against jamming is guaranteed up to the last mm of the closing movement. Furthermore, no additional proximity sensors are required for the improved pinch protection. Another advantage is that largely existing control equipment is used for the process and that the engine can be better used.

In den Zeichnungen ist ein Ausführungsbeispiel des Erfindungsgegenstandes dargestellt und es zeigen

Fig. 1
die Frontansicht einer automatischen Aufzugstüre,
Fig. 2
ein Blockschema,
Fig. 3
ein Regelschema,
Fig. 4
ein Diagramm einer Fahrkurve
Fig. 4a,
ein Blockschema und
Fig. 5
ein Flussdiagramm.
In the drawings, an embodiment of the subject matter of the invention is shown and show it
Fig. 1
the front view of an automatic elevator door,
Fig. 2
a block diagram,
Fig. 3
a control scheme,
Fig. 4
a diagram of a driving curve
4a,
a block diagram and
Fig. 5
a flow chart.

In der Fig. 1 ist eine automatische Aufzugstür 1 dargestellt mit einem Türmotor 1.1, einer Türantriebssteuerung 1.2, einem Riemenvorgelege 1.3 und einem Antriebsband 1.4. Mit Türmitnehmern 1.5, werden Türflügel 1.6 bewegt, welche Türrollen 1.7, Führungsstücke 1.13 und Sicherheitsleisten 1.11 mit Steuerteilen 1.12 aufweisen. Ferner sind auf den Türflügeln 1.6 spreizbare Schachttürmitnehmer 1.10 vorhanden. Ein Schaltnocken 1.15 am oberern Rand des rechten Türflügels 1.6 betätigt in der Offenstellung einen Endschalter Offenstellung 1.9 und in der Geschlossenstellung einen Endschalter Geschlossenstellung 1.8.1 shows an automatic elevator door 1 with a door motor 1.1, a door drive control 1.2, a belt transmission 1.3 and a drive belt 1.4. With door drivers 1.5, door leaves 1.6 are moved, which have door rollers 1.7, guide pieces 1.13 and safety strips 1.11 with control parts 1.12. Furthermore, there are spreadable shaft door drivers 1.10 on the door wings 1.6. A switch cam 1.15 on the upper edge of the right door leaf 1.6 actuates a limit switch open position 1.9 in the open position and a limit switch closed position 1.8 in the closed position.

Die Fig. 2 ist ein Blockschema, in welchem Funktionselemente und ihre Beziehung zueinander auf einer Kabine 2 dargestellt werden. Die Türantriebsteuerung 1.2 enthält eine uP-Steuerung 2.3 und eine Schaltelektronik 2.4. Der Türmotor 1.1 besteht aus einem DC-Motor 2.1 und einem Digital-Tacho 2.2. Mit einem mechanischen Antrieb 2.5 sind die in Fig. 1 dargestellten Antriebselemente 1.3, 1.4 und 1.5 zusammengefasst. Die Schachttürmitnehmer 1.10 wirken auf eine Schachttür 2.8. Die Funktionselemente 2.5, 1.6 und 2.8 wirken noch auf eine mechanische Verriegelung 2.6 und diese auf Verriegelungskontakte 2.7. Die von den Kabinentürflügeln 1.6 via Schaltnocken 1.15 (Fig. 1) betätigten Endschalter 1.8, 1.9 stehen in Verbindung mit einem in dieser Figur nicht dargestellten Steuerlogikteil in der uP-Steuerung 2.3, welche die entsprechenden Signale via ein Hängekabel 2.12 in einen Maschinenraum 2.13 weiterleitet. Die Türsicherheitsleisten 1.11 und eine Vorraumüberwachung 2.10 reagieren auf Effekte von einer Peripherie 2.11 und stehen in Verbindung mit der uP-Steuerung 2.3 wie auch mit dem Maschinenraum 2.13, in welchem sich eine in dieser Figur nicht dargestellte Aufzugssteuerung befindet. Ein Speiseteil 2.9 versorgt die ganze Türantriebssteuerung 1.2.FIG. 2 is a block diagram in which functional elements and their relationship to one another are shown on a cabin 2. The door drive control 1.2 contains a uP control 2.3 and a switching electronics 2.4. The door motor 1.1 consists of a DC motor 2.1 and a digital speedometer 2.2. The drive elements 1.3, 1.4 and 1.5 shown in FIG. 1 are combined with a mechanical drive 2.5. The shaft door drivers 1.10 act on a shaft door 2.8. The functional elements 2.5, 1.6 and 2.8 still act on a mechanical locking device 2.6 and this on locking contacts 2.7. The one from the cabin door wings 1.6 via switch cams 1.15 (FIG. 1) actuated limit switches 1.8, 1.9 are connected to a control logic part, not shown in this figure, in the uP controller 2.3, which forwards the corresponding signals via a hanging cable 2.12 into a machine room 2.13. The door security strips 1.11 and an anteroom monitoring 2.10 react to effects from a periphery 2.11 and are connected to the uP control 2.3 as well as to the machine room 2.13, in which there is an elevator control, not shown in this figure. A power supply 2.9 supplies the entire door drive control 1.2.

Die Fig. 3 zeigt das Regelschema mit dem Türantrieb. Der umrandete Bereich der uP-Steuerung 2.3 weist alle Elemente der Türmotorregelung auf. Ein Sollwertgeber 3.5 besteht im wesentlichen aus den gespeicherten Fahrkurven 3.20, 3.21 und 3.22 sowie aus dem Fahrtkurvenwähler 3.18, welcher von einer Aufzugsteuerung 3.17 beeinflusst wird. Aus dem Sollwertgeber 3.5 führt ein Sollwert Vref zu einem ersten Vergleicher 3.1, zu welchem noch vom Digital-Tacho 2.2 via einem DA-Wandler 3.15 ein Istwert Vist geführt ist. Ein nachfolgender Differenzwertgeber 3.6 hat eine erste Verbindung zu einem Grenzwertvergleicher 3.7 und eine zweite Verbindung zu einem zweiten Vergleicher 3.2. Im Grenzwertvergleicher 3.7, welcher über einen zweiten Eingang noch zusätzlich die Toleranzwerte aus einem Sollwertgeber 3.5 erhält, werden bei Überschreitungen entsprechende Signale an die Aufzugssteuerung 3.17 geleitet. Ein von der Aufzugssteuerung 3.17 beeinflusster Lernfahrtwähler 3.19 aktiviert einen Lernfahrtrechner 3.11, welcher Werte für eine Massekompensation 3.12 und eine Reibungskompensation 3.13 ermittelt. In einem vierten Vergleicher 3.4 werden diese Werte addiert und ihre Summe zum zweiten Vergleicher 3.2 als Kompensationswert Vk geführt. Der Ausgang des zweiten Vergleichers 3.2 führt zu einem Regler 3.8, in welchem der entsprechende Stellgrössenwert für eine nachfolgende Schaltelektronik 2.4 generiert wird. Ein zweiter Eingang bei der Schaltelektronik 2.4 ist mit der Aufzugssteuerung 3.17 verbunden. Der DC-Motor 2.1 wird von der Schaltelektronik 2.4 nach dem Prinzip der Pulsweitenmodulation angesteuert. Die Motorkraft Fmot führt über einen dritten Vergleicher 3.3 zu einer Antriebslast 3.10, welche als Reaktion die Antriebsgegenkraft FA bewirkt. Einen externe Störkraft 3.9 wirkt im Störfall als negative Kraft Fw auf den dritten Vergleicher 3.3. Die Verbindung des DC-Motors 2.1 mit dem Digital-Tacho 2.2 ist mechanisch. Der Digital-Tacho 2.2 ist elektrisch mit dem Digitalfilter 3.15 und via Lernfahrtwähler 3.19 mit dem Lernfahrtrechner 3.11 verbunden.Fig. 3 shows the control scheme with the door drive. The bordered area of the UP control 2.3 has all the elements of the door motor control. A setpoint generator 3.5 essentially consists of the stored driving curves 3.20, 3.21 and 3.22 and the driving curve selector 3.18, which is influenced by an elevator control 3.17. From the setpoint generator 3.5, a setpoint V ref leads to a first comparator 3.1, to which an actual value V ist is also led from the digital tachometer 2.2 via a DA converter 3.15. A subsequent differential value transmitter 3.6 has a first connection to a limit value comparator 3.7 and a second connection to a second comparator 3.2. In the limit value comparator 3.7, which additionally receives the tolerance values from a setpoint generator 3.5 via a second input, appropriate signals are sent to the elevator control system 3.17 if they are exceeded. A learning trip selector 3.19 influenced by the elevator control 3.17 activates a learning trip computer 3.11, which determines values for a mass compensation 3.12 and a friction compensation 3.13. In a fourth comparator 3.4, these values are added and their sum is passed to the second comparator 3.2 as a compensation value V k . The output of the second comparator 3.2 leads to a controller 3.8, in which the corresponding manipulated variable value is generated for a subsequent switching electronics 2.4. A second input in the switching electronics 2.4 is connected to the elevator control 3.17. The DC motor 2.1 is controlled by the switching electronics 2.4 on the principle of pulse width modulation. The motor force F mot leads via a third comparator 3.3 to a drive load 3.10, which in response causes the drive counterforce F A. An external interference force 3.9 acts as a negative force F w on the third comparator 3.3 in the event of a fault. The connection of the DC motor 2.1 with the digital speedometer 2.2 is mechanical. The digital tachometer 2.2 is electrically connected to the digital filter 3.15 and via 3.1.1 to the learning trip selector 3.19.

Die Figur 4 zeigt ein Diagramm mit der Schliessfahrkurve 3.22, welche Eckpunkte a, b, c, d, e und f aufweist. Eine Real-Sollwertkurve 4.1 wird durch abrundende Filterschaltungen aus der Schliessfahrkurve 3.22 erzeugt. Aus der Real-Sollwertkurve 4.1 wird eine positive Toleranzkurve 4.3 mit einem Abstand + dVmax und eine negative Toleranzkurve 4.2 mit einem Abstand - dVmax von der Real-Sollwertkurve erzeugt.FIG. 4 shows a diagram with the closing travel curve 3.22, which corner points a, b, c, d, e and f. A real setpoint curve 4.1 is generated by rounding filter circuits from the closing travel curve 3.22. A positive tolerance curve 4.3 with a distance + dV max and a negative tolerance curve 4.2 with a distance - dV max from the real target value curve are generated from the real setpoint curve 4.1.

Die Figur 4a stellt diesen Vorgang dar. Ein Filter 3.22.1 rundet die Ecken der Schliessfahrkurve 3.22 soweit ab, dass daraus der Real-Sollwert 4.1 entsteht, welcher in dieser Form am Ausgang des Sollwertgebers 3.5 als Vref vorhanden ist. Der gleiche Wert wird auch noch einem Dividierer 3.22.2 zugeführt. Dieser ermittelt laufend einen beispielsweise 5%-Anteil des momentanen Real-Sollwertes 4.1 und man erhält so den positiven Toleranzgrenzwert + dVmax. In einem nachfolgenden Inverter 3.22.3 wird der negative Toleranzgrenzwert - dVmax gebildet.FIG. 4a shows this process. A filter 3.22.1 rounds off the corners of the closing travel curve 3.22 to such an extent that this results in the real setpoint 4.1, which is present in this form at the output of the setpoint generator 3.5 as V ref . The same value is also fed to a divider 3.22.2. This continuously determines, for example, a 5% share of the current real target value 4.1, and the positive tolerance limit value + dV max is obtained in this way. In a subsequent inverter 3.22.3, the negative tolerance limit value - dV max is formed.

Die Fig. 5 ist ein Flussdiagramm, welches die Funktionen einer Türschliessfahrt darstellt. Anhand dieser und der Figur 3 wird im folgenden die Arbeitsweise der Erfindung näher erläutert.Fig. 5 is a flow chart showing the functions of a door closing trip. The mode of operation of the invention is explained in more detail below with reference to this and FIG.

Bei offener Tür und vorhandenem Fahrbefehl für den Aufzug wird von der Aufzugssteuerung 3.17 der Fahrkurvenwähler 3.18 auf die Stellung Schliessen gebracht. Dieser Vorgang läuft kontaktlos und inform einer Speicheradressierung ab. Die im nicht dargestellten Speicher abgerufene Schliessfahrkurve 3.22 ist noch als eine Anzahl Geraden mit den Eckpunkten a, b, c, d, e, und f abgelegt. Diese Eckpunkte werden anlässlich der ersten Lernfahrt definiert und liegen beispielweise für a bei 30%, für b bei 50%, für c bei 70%, für d bei 75%, für e bei 85% und für f bei 95% des gesamten Schliessfahrweges der Tür.When the door is open and the travel command for the elevator is present, the elevator control 3.17 sets the travel curve selector 3.18 to the close position. This process takes place contactlessly and with memory addressing. The closing travel curve 3.22 called up in the memory (not shown) is also stored as a number of straight lines with the corner points a, b, c, d, e, and f. These key points are defined on the occasion of the first learning trip and are, for example, a at 30%, b at 50%, c at 70%, d at 75%, e at 85% and f at 95% of the total closing path of the Door.

Nach Ablauf der Türoffenhaltezeit und wenn keine Hindernisdetektion vorliegt, erfolgt von einer Türsteuerungslogik 3.14 die Freigabe Türfahrt Schliessen. Dann startet Vref gemäss dem Real-Sollwert 4.1. Beim ersten Vergleicher 3.1 wird der vom Digital-Tacho 2.2 stammende und im DA-Wandler 3.15 in einen analogen Wert umgwandelte Istwert Vist zugeführt. Die Differenz der beiden Werte ist dann als Regelfehler dV vorhanden.After the door hold-open time has expired and if there is no obstacle detection, the door control logic 3.14 releases the door travel close. Then V ref starts according to the real setpoint 4.1. In the first comparator 3.1, the actual value V ist originating from the digital tachometer 2.2 and converted into an analog value in the DA converter 3.15 is supplied. The difference between the two values is then available as a control error dV.

Im Grenzwertvergleicher 3.7 wird der Regelfehler dV auf seine Toleranzhaltigkeit geprüft. Im ungestörten Normal-Fall, also dV < dVmax, wird dem Wert dV beim zweiten Vergleicher 3.2 ein vom vierten Vergleicher 3.4 zugeführter Kompensationswert Vk zuaddiert und das Eingangssignal für den Regler 3.8 gebildet.In the limit value comparator 3.7, the control error dV is checked for its tolerance. In the undisturbed normal case, ie dV <dV max , the value dV in the second comparator 3.2 is added a compensation value V k supplied by the fourth comparator 3.4 and the input signal for the controller 3.8 is formed.

Der Regler 3.8 produziert ein Aussteuerungssignal für die Schaltelektronik 2.4, welche ihrerseits den DC-Motor 2.1 nach dem vorgängig erwähnten Prinzip der Pulsweitenmodulation steuert.The controller 3.8 produces a modulation signal for the switching electronics 2.4, which in turn controls the DC motor 2.1 according to the previously mentioned principle of pulse width modulation.

Der Motorkraft Fmot wirkt eine durch eine Antriebslast 3.10 bewirkte Reaktionskraft FA entgegen, welche beim Beschleunigen negative und beim Verzögern positive Werte aufweist. Der dritte Vergleicher 3.3 dient der Darstellung des Kräftevergleichs und ist real nicht vorhanden. Im Normal-Fall ist die externe Störkraft 3.9 bzw. Fw nicht wirksam.The motor force F mot counteracts a reaction force F A caused by a drive load 3.10, which has negative values when accelerating and positive values when decelerating. The third comparator 3.3 is used to represent the comparison of forces and is not really available. In the normal case, the external interference force 3.9 or F w is not effective.

Der zeitliche Ablauf des Real-Sollwertes 4.1 wird wegabhängig gesteuert, was vom Digital-Tacho 2.2 via Integrator 3.16 ermöglicht wird.The timing of the real setpoint 4.1 is controlled depending on the path, which is made possible by the digital tachometer 2.2 via integrator 3.16.

Der Schliessvorgang läuft nun ab bis die Tür geschlossen ist, was mit dem Endschalter Geschlossen 1.8 detektiert wird. Es erfolgt dann als Abschluss der Schliessoperation die mechanische und elektrische Verriegelung sowie ein Zuhalten der geschlossenen und verriegelten Tür mit reduzierter Motorkraft oder einer allenfalls vorhandenen, hier nicht dargestellten Haltebremse. Diese Funktionen werden ebenfalls von der Aufzugssteuerung 3.17 via Türsteuerungslogik 3.14 gesteuert. Bei fehlerhafter elektrischer Verriegelung wird ein Störsignal " Sicherheitskreis offen" 3.14.2 gebildet und im Normalfall ein Quittungssignal 3.14.3 erzeugt, beide zuhanden der Aufzugssteuerung 3.17.The closing process now runs until the door is closed, which is detected with the 1.8 closed switch. The mechanical and electrical locking and the locking of the closed and locked door with reduced motor power or an optional holding brake, not shown here, then take place at the end of the closing operation. These functions are also controlled by the elevator control 3.17 via door control logic 3.14. In the event of faulty electrical locking, an interference signal "safety circuit open" 3.14.2 is formed and, in the normal case, an acknowledgment signal 3.14.3 is generated, both for the elevator control system 3.17.

Der Erfindungsgegenstand bezieht sich jedoch auf den Störfall, was nun im folgenden erläutert wird.However, the subject of the invention relates to the accident, which is now explained below.

Eine externe Störkraft 3.9 entsteht beim Auffahren auf ein Hindernis, wobei für das erklärende Beispiel angenommen wird, dass die Sicherheitsleisten 1.11 und die Vorraumüberwachung 2.10 absichtlich oder unabsichtlich unwirksam seien.An external interference force 3.9 arises when colliding with an obstacle, whereby it is assumed for the explanatory example that the safety strips 1.11 and the vestibule surveillance 2.10 are intentionally or unintentionally ineffective.

Die Beschreibung beginnt für diesen Fall beim Grenzwertvergleicher 3.7. Im Flussdiagramm der Fig. 5 ist dessen Funktion in zwei Schritte aufgeteilt, wobei in einem ersten Schritt 3.7.1 die Grenzwertüberschreitung festgestellt und in einem zweiten Schritt 3.7.2 dessen Polarität ermittelt wird.The description for this case begins with the limit value comparator 3.7. In the flowchart of FIG. 5, its function is divided into two steps, the limit value being exceeded being determined in a first step 3.7.1 and its polarity being determined in a second step 3.7.2.

Ein negativer Wert bedeutet: Der Istwert Vist hat den momentanen Real-Sollwert 4.1 bzw. Vref um mehr als - dVmax unterschritten. Ein positiver Wert bedeutet: Der Istwert Vist hat den momentanen Wert Vref um mehr als + dVmax überschritten.A negative value means: The actual value V ist has fallen below the current real setpoint 4.1 or V ref by more than - dV max . A positive value means: The actual value V ist has exceeded the current value V ref by more than + dV max .

Letzteres kann beispielweise bei einem Riemenbruch vorkommen, wobei dann der plötzlich abgehende DC-Motor 2.1 bis zur Ausregelung kurzzeitig via Digital-Tacho 2.2 und Digitalfilter 3.15 solche Werte erzeugt. Es wird dann in der Folge ein Störsignal 3.14.1 gebildet, worauf ein Ausschalten via Aufzugssteuerung 3.17 bzw. Türsteuerungslogik 3.14 erfolgt. Wird die schliessende Tür durch eine externe Störkraft 3.9 aufgehalten oder gebremst, entsteht eine negative Überschreitung, also dV > - dVmax. In diesem Fall wird der DC-Motor elektrodynamisch und allenfalls zusätzlich mechanisch bis zum Stillstand abgebremst und es wird eine Reversierung, also eine Öffnungsbewegung eingeleitet.The latter can occur, for example, in the event of a belt break, in which case the suddenly outgoing DC motor 2.1 briefly generates such values via digital tachometer 2.2 and digital filter 3.15 until it is regulated. An interference signal 3.14.1 is then formed in the sequence, followed by switching off via elevator control 3.17 or door control logic 3.14. If the closing door is held open or braked by an external interference force 3.9, a negative overshoot occurs, ie dV> - dV max . In this case, the DC motor is braked electrodynamically and, if necessary, additionally mechanically to a standstill and a reversal, ie an opening movement, is initiated.

Es muss in diesem Zusammenhang noch die Frage beantwortet werden, warum - dVmax bei der zulässigen maximalen Krafteinwirkung von beispielsweise 150 Newton überschritten wird. Die Motor-Kennlinie und der Regelverstärkungsfaktor ergeben bei einer bestimmten externen Störkraft 3.9 einen reproduzierbaren Regelfehler dV. Diese beiden Faktoren erlauben es, die entsprechende positive 4.2 und vor allem negative Toleranzkurve 4.3 zu definieren.In this connection the question still has to be answered, why - dV max at the permissible maximum force of 150 Newtons is exceeded. The motor characteristic curve and the control gain factor result in a reproducible control error dV with a certain external interference force 3.9. These two factors make it possible to define the corresponding positive 4.2 and above all negative tolerance curve 4.3.

Es wird beansprucht, dass die Ansprechwerte für ein Stoppen und Reversieren konstant bleiben. Diese Konstanthaltung wird durch die Addition des aktuellen Kompensationswertes Vk beim zweiten Vergleicher 3.2 erreicht. Der aktuelle Kompensationswert Vk wird bei jeder Lernfahrt neu ermittelt. Lernfahrt und Kompensationswertvermittlung werden wie folgt durchgeführt:It is claimed that the response values for stopping and reversing remain constant. This constant maintenance is achieved by adding the current compensation value V k in the second comparator 3.2. The current compensation value V k is newly determined for each learning trip. Learning trip and compensation value transfer are carried out as follows:

Der Sollwertgeber 3.5 weist, wie eingangs erwähnt, eine Lernfahrkurve 3.20 auf, welche bei Bedarf von der Aufzugssteuerung 3.17 mittels dem Fahrkurvenwähler 3.18 abgerufen wird. Gleichzeitig wird auch der Lernfahrtwähler 3.19 aktiviert und die Lernfahrt als Schliessbewegung mit konstanter und sehr kleiner Geschwindigkeit durchgeführt. Der dabei mit dem Lernfahrt-Rechner registrierte zeitliche Verlauf des Regelfehlers dV gibt in der Beschleunigungsphase den Hinweis auf die zu beschleunigende Masse und über den ganzen Verlauf die Information über die Reibungsverhältnisse anhand des festgestellten Regelfehlers dV. Mit ersterem wird ein Massekompensationswert 3.12 und mit letzterem ein Reibungskompensationwert 3.13 errechnet. Die beiden im vierten Vergleicher 3.4 zusammengezählten Kompensationswerte werden dann bei jeder normalen Schliessfahrt dem zweiten Vergleicher 3.2 zugeführt.As mentioned at the outset, the setpoint generator 3.5 has a learning travel curve 3.20 which, if necessary, is called up by the elevator controller 3.17 by means of the travel curve selector 3.18. At the same time, the learn run selector 3.19 is activated and the learn run is carried out as a closing movement at constant and very low speed. The time course of the control error dV registered with the learning trip computer gives the indication of the mass to be accelerated in the acceleration phase and, over the entire course, the information about the friction conditions on the basis of the determined control error dV. A mass compensation value 3.12 is calculated with the former and a friction compensation value 3.13 with the latter. The two compensation values added together in the fourth comparator 3.4 are then fed to the second comparator 3.2 with each normal closing travel.

Auf diese Art werden sich langsam verändernde Reibungsverhältnisse laufend ausgeglichen, und es wird der Ansprechwert für die Schliesskraftbegrenzung konstant gehalten.In this way, slowly changing friction conditions are continuously compensated and the response value for the closing force limitation is kept constant.

Die allererste Lernfahrt dient, wie allgemein üblich, der Wegdatenerfassung, womit dann die Eckpunkte, Beschleunigungen und Geschwindigkeiten für die Fahrkurven 3.21 und 3.22 definiert werden. Lernfahrten können, je nach Bedarf in beliebigen Zeitintervallen durchgeführt werden. Das kann beispielweise einmal in 24 Stunden sein oder gar bei jeder Türschliessung ohne Fahrbefehl für den Aufzug.As is generally the case, the very first learning trip is used to record route data, which then defines the key points, accelerations and speeds for the driving curves 3.21 and 3.22. Learning trips can be carried out at any time interval as required. This can be, for example, once in 24 hours or even every time the door is closed without a lift command.

Bei übermässiger bzw. definierter Wirkungsgradverschlechterung werden keine Kompensationswerte Vk mehr erzeugt, aber anstelle dessen wird ein entsprechendes Störsignal an die Aufzugssteuerung gegeben. Für eine zügige Beschleunigung und damit auch für eine hohe erreichbare Türgeschwindigkeit insbesondere für die Öffnungsbewegung sind entsprechend hohe Motorströme erforderlich. Aufgrund der vorhandenen Wärmeträgheit eines Elektro- bzw. DC-Motors kann ein solcher kurzzeitig mit sehr hohen Strömen, welche ein Vielfaches des zulässigen Dauerstromes ausmachen ohne Schaden belastet werden. Eine Stromlimite ist einzig mit den Kohlebürsten und dem Kollektor gegeben, welche aber bei Bedarf entsprechend dimensioniert werden können. Es ist vorteilhaft eine Stromlimitierung inform einer elektronischen Sicherung als Halbleiterschutz in der Schaltelektronik vorzusehen. Es wird ferner beansprucht, dass der Einklemmschutz bis am Ende der Schliessbewegung wirksam bleibt. Mit dem beschriebenen Verfahren und der Vorrichtung ist es möglich, die Schliesskraftbegrezung bis zum letzten Millimeter der Schiessbewegung wirken zu lassen. Das ist besonders wirkungsvoll gegen das Einklemmen und Verletzen von schmalen menschlichen Gliedmassen wie beispielsweise Hände und Finger, aber auch Kleidungsstücke. Die Wichtigkeit des Einklemmschutzes in der letzten Phase der Schliessbewegung ist auch noch unter einem weiteren Aspekt hervorzuheben. Wie die Figur 1 zeigt sind normaler Weise automatische Aufzugstüren 1 mit Sicherheitsleisten 1.11. ausgerüstet. Diese erfüllen aber ihre Funktionen nur bis auf eine bestimmte Distanz zueinander. Wenn sich die Türvorderkanten bei einer Schliessbewegung auf beispielweise fünf bis zwei cm angenähert haben, müssen die Detektionssysteme der Sicherheitsleisten zwecks Verhinderung von Eigendetektionen unempfindlicher oder gar abeschaltet werden.If the efficiency deterioration is excessive or defined, compensation values V k are no longer generated, but instead a corresponding interference signal is sent to the elevator control. Correspondingly high motor currents are required for rapid acceleration and thus also for a high achievable door speed, in particular for the opening movement. Due to the existing thermal inertia of an electric or DC motor, a such for a short time with very high currents, which make up a multiple of the permissible continuous current without being damaged. There is only a current limit with the carbon brushes and the collector, which, however, can be dimensioned accordingly if required. It is advantageous to provide a current limitation in the form of an electronic fuse as semiconductor protection in the switching electronics. It is also claimed that the pinch protection remains effective until the end of the closing movement. With the described method and the device, it is possible to have the closing force limitation act up to the last millimeter of the shooting movement. This is particularly effective against pinching and injuring narrow human limbs such as hands and fingers, but also items of clothing. The importance of pinching protection in the last phase of the closing movement should also be emphasized in another aspect. As FIG. 1 shows, automatic elevator doors 1 with safety strips 1.11 are normal. equipped. However, these only fulfill their functions up to a certain distance from each other. If, for example, the front edges of the door have approached five to two cm during a closing movement, the detection systems of the security strips have to be made less sensitive or even switched off to prevent self-detection.

Die Erfindung erfüllt hier die Forderung nach vollständigem Einklemmschutz bis zum letzten mm. In dieser Schlussphase der Schliessbewegung ist ferner die Türgeschwindigkeit so klein, dass die dynamische Kraftkomponente vernachlässigbar klein ist und nur der statische Anteil wirkt. Es ist auf Grund dieser Fakte sogar angezeigt, dass die Ansprechwerte der Schliesskraftbegrenzung, zwecks noch besserem Schutz der Aufzugsbenützer, erheblich unter dem vorgeschriebenen Höchstwert eingestellt werden können ohne Beeinträchtigung der Türoperationen.The invention fulfills the requirement for complete protection against pinching up to the last mm. In this final phase of the closing movement, the door speed is also so low that the dynamic force component is negligibly small and only the static part is effective. On the basis of these facts, it is even indicated that the response values of the closing force limit can be set considerably below the prescribed maximum value without impairing the door operations, in order to protect the elevator users even better.

Claims (5)

  1. Method for the reduction of the danger of getting caught in automatic doors, with motor with drive regulation, in the case of lifts with regulated door drive, which moves door leaves of a shaft and a cage door by way of the motor with drive regulation and mechanical transmission and coupling members from a closed setting into an open setting and conversely and which allows the door leaves to stop in any setting between both the end settings "open" and "closed", move further in the same direction or reverse,
    characterised thereby that the stopping and reversing is initiated over the entire travel of a closing automatic door by a regulating error +/- dVmax produced by an external interference force (3.9) and exceeding a defined tolerance value in the drive regulation of the motor.
  2. Method according to claim 1, characterised thereby that starting out from a travel curve target value Vref instantaneous positive limit values +dVmax are determined by means of a divider (3.22.2) and instantaneous negative limit values -dVmax are determined by means of a downstream inverter (3.22.3).
  3. Method according to claim 1, characterised thereby that an introduction of a compensating value VK, which reduces the ratio of external interference force (3.9) to regulating error dV, takes place in a comparison point.
  4. Method according to claim 3, characterised thereby that the closing of a lift door in the absence of a travel command for this corresponding lift is performed as a learning travel supplying actual compensation values Vk.
  5. Device for the performance of the method according to claim 1 for the reduction of the danger of getting caught in automatic doors with motor with drive regulation, in the case of lifts with regulated door drive, which moves door leaves of a shaft and a cage door by way of the motor drive regulation mechanical transmission and coupling elements from a closed setting into an open setting and conversely and which allows the door leaves to stop in any setting between the two end settings, move further in the same direction or reverse, characterised thereby that the regulating path of the door motor drive regulation comprises a microprocessor control (2.3) containing a first comparison point (3.1) with the inputs Vist and Vref and the output dV, a comparator (3.7) with the inputs regulating fault dV and limit values +/- dVmax and an operative connection, which is activated on an exceeding of the limit values +/- dVmax, to a control (3.17) causing door stopping or reversing, a second comparator (3.2) with the inputs regulating fault dV and compensating value Vk and an output to a regulator (3.8), from the regulator (3.8) an output of the microprocessor control (2.3) to an electronic switching system (2.4) with an input from the control (3.17), a DC motor (2.1), which is supplied by the switching system (2.4), with digital tachometer (2.2) and a feedback to the microprocessor control (2.3) and by way of a digital filter (3.15) to the first comparison point (3.1), a force value comparison point (3.3) with the inputs external interference force FW (3.9), torque of the DC motor Fmot and resistance FA of the door mechanism and an output as resulting force for the mechanical drive of the door elements.
EP90119947A 1989-11-27 1990-10-18 Method and arrangement to decrease the risk of being caught between automatic doors Expired - Lifetime EP0429835B2 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH424489 1989-11-27
CH4244/89 1989-11-27

Publications (3)

Publication Number Publication Date
EP0429835A1 EP0429835A1 (en) 1991-06-05
EP0429835B1 EP0429835B1 (en) 1994-07-13
EP0429835B2 true EP0429835B2 (en) 1997-03-26

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EP90119947A Expired - Lifetime EP0429835B2 (en) 1989-11-27 1990-10-18 Method and arrangement to decrease the risk of being caught between automatic doors

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US (1) US5162711A (en)
EP (1) EP0429835B2 (en)
JP (1) JP2870664B2 (en)
CN (1) CN1020578C (en)
AT (1) ATE108416T1 (en)
AU (1) AU637164B2 (en)
BR (1) BR9005971A (en)
CA (1) CA2030768C (en)
DE (1) DE59006423D1 (en)
DK (1) DK0429835T3 (en)
ES (1) ES2059948T5 (en)
FI (1) FI93940C (en)
HK (1) HK86097A (en)
HU (1) HU210690B (en)
NO (1) NO177612C (en)
PT (1) PT96000B (en)
RU (1) RU2068197C1 (en)
ZA (1) ZA909478B (en)

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Also Published As

Publication number Publication date
HU210690B (en) 1995-06-28
DK0429835T3 (en) 1994-10-17
CN1057626A (en) 1992-01-08
NO904539L (en) 1991-05-28
HUT56606A (en) 1991-09-30
FI93940C (en) 1995-06-26
JP2870664B2 (en) 1999-03-17
ATE108416T1 (en) 1994-07-15
CA2030768A1 (en) 1991-05-28
AU6693490A (en) 1991-05-30
AU637164B2 (en) 1993-05-20
FI93940B (en) 1995-03-15
RU2068197C1 (en) 1996-10-20
FI905785A (en) 1991-05-28
CN1020578C (en) 1993-05-12
JPH03180684A (en) 1991-08-06
ES2059948T5 (en) 1997-07-16
NO177612C (en) 1995-10-18
DE59006423D1 (en) 1994-08-18
HU907064D0 (en) 1991-05-28
PT96000A (en) 1992-08-31
PT96000B (en) 1998-07-31
EP0429835A1 (en) 1991-06-05
ES2059948T3 (en) 1994-11-16
ZA909478B (en) 1991-10-30
FI905785A0 (en) 1990-11-23
NO904539D0 (en) 1990-10-19
CA2030768C (en) 2000-01-11
EP0429835B1 (en) 1994-07-13
NO177612B (en) 1995-07-10
US5162711A (en) 1992-11-10
HK86097A (en) 1997-06-27
BR9005971A (en) 1991-09-24

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