EP2583928B1 - Aufzugsystem - Google Patents

Aufzugsystem Download PDF

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Publication number
EP2583928B1
EP2583928B1 EP10853184.9A EP10853184A EP2583928B1 EP 2583928 B1 EP2583928 B1 EP 2583928B1 EP 10853184 A EP10853184 A EP 10853184A EP 2583928 B1 EP2583928 B1 EP 2583928B1
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EP
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Prior art keywords
car
reference position
landing
floor
door
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EP10853184.9A
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English (en)
French (fr)
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EP2583928A1 (de
EP2583928A4 (de
Inventor
Toshifumi Yoshikawa
Masaya Furuhashi
Hironori Fukata
Kiyoshi Okamura
Shinsuke Inoue
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Hitachi Ltd
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Hitachi Ltd
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Publication of EP2583928A4 publication Critical patent/EP2583928A4/de
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/0006—Monitoring devices or performance analysers
    • B66B5/0018—Devices monitoring the operating condition of the elevator system
    • B66B5/0031—Devices monitoring the operating condition of the elevator system for safety reasons

Definitions

  • the present invention relates to an elevator system equipped with an unintended car movement protection, and particularly, is suitable for a high-performance elevator system equipped with a safety controller based on a microcomputer.
  • An elevator system is required to be equipped with an unintended car movement protection (UCMP), which is a safety device that automatically stops a car when an actuator or a controller has broken down and a car moves up and down before doors of all the exits of a car and a hoist way are closed, and the like.
  • UCMP unintended car movement protection
  • the unintended car movement protection is configured to include a door zone detection sensor, a car door switch, a landing door switch, and the like, and actuates a brake at the point of time when doors of a car and a landing are opened and a car deviates from a landing by being brought up and down by a predetermined distance from a door zone.
  • Patent Literature 1 discloses that in order to make a movement distance up to braking and stopping short by detecting an open-door starting car prior to deviating from the door zone, a car re-level operation is performed when a car position deviates from a landing zone in an open-door state and a brake is actuated when a difference between a car position when a door of a car is opened and a car position after a correction operation of a car position is performed exceeds a predetermined value and that a re-level operation is performed when a car position deviates from a bottom level and a brake is actuated by determining that a car position is suddenly changed when a car velocity V2 after the re-level operation is larger than a car velocity V1 at the time of the re-level operation and is sustained for a predetermined time.
  • Patent Literature 1 Japanese Patent Application Laid-Open No. 2007-55691
  • an elevator apparatus is described.
  • the car of the elevator which is normally running is caused to make an emergency stop, a braking device is caused to generate a braking force while a deceleration of the car is controlled. Meanwhile, when a predetermined running condition with a door open of the car is determined, the braking device is caused to generate a braking force so that a stopping distance of the car becomes shorter than that in the case of causing the car which is normally running to make an emergency stop.
  • an elevator apparatus includes a safety circuit section including a plurality of abnormality detection means, a safety control device, failure detection means, and circuit changeover means.
  • the safety control device controls electric power supply to a driving device and a brake device in accordance with a content of an abnormality detected by the abnormality detection means.
  • Patent Literature 1 may need to perform the re-level operation of a car, increase detection time, and increase a car movement distance in the open-door state for the detecting time. Further, when the car velocity V1 is reduced, it is easy to erroneously detect the V2 as abnormality, while when the car velocity V1 is large, it is difficult to detect the V2. In addition, in an abnormal mode (mode in which acceleration is not made) in which a car travels at V2 ⁇ V1, the detection cannot be made or the detection is delayed.
  • an abnormal mode mode in which acceleration is not made
  • An object of the present invention is to solve the problem of the related art and certainly detect open-door movement at a shorter movement distance (earlier point in time) and prevent travel efficiency from being degraded while increasing higher stability.
  • Another object of the present invention is to remove erroneous detection and increase reliability, regardless of a long and short stroke of an elevator and a difference between floors.
  • another object of the present invention is to certainly stop a car within a predetermined distance from a landing reference position of a landing, regardless of speed patterns such as a size of a car speed, acceleration, deceleration, and the like.
  • the present invention is to achieve at least any one of the above objects.
  • An elevator system is equipped with an unintended car movement protection that stops a car by determining the case, in which a car door and a landing door are in an open state and a car is elevated from a landing, as open-door movement abnormality
  • the system includes: a car door switch that detects an open state of the car door; a landing door switch that detects the open state of the landing door; a detection device that detects a speed and a movement amount of a car and a floor reference position; and a safety controller that determines an open-door movement abnormality by an abnormality determination threshold value of a set car speed with respect to a car position based on results detected by the detection device.
  • the present invention it is possible to detect the open-door movement at an earlier point in time for determining the open-door movement abnormality based on only the car position, improve the safety, and remove the erroneous detection to prevent the degradation in travel efficiency, by detecting the floor reference position and the speed and movement amount of the car and setting the abnormality determination threshold value of the car speed with respect to the car position.
  • a safety system using mechanical devices such as a contact switch or a relay circuit is configured of electronic devices using a safety controller based on, for example, a microcomputer.
  • the safety controller is a higher-performance electronic safety system that performs high degree processing by software that is a combination of input information of a plurality of sensors or a safety switch and is a combination of a plurality of state signals.
  • FIG. 1 is an overall configuration diagram illustrating an elevator system, in which an elevator car 2 and a balance weight 3 of an elevator are connected with each other by a main rope and the car 2 is vertically brought up and down by a sheave 5 that is rotably driven by a motor 4.
  • a sheave 5 When a car stops, the sheave 5 is fixed by a brake (doubled configuration) 6.
  • the brake 6 is also used even when a car is emergency-stopped at the time of the elevator abnormality.
  • the elevator of the electronic safety system is illustrated and the normal/abnormal state of the elevator is determined by the mounted safety controller 1 in the high-reliable microcomputer and the like, and if it is determined that the elevator is abnormal, a main power supply that supplies power to the motor is cut off and the brake 6 is actuated, such that the car 2 is emergency-stopped.
  • the safety controller 1 is configured of, for example, a dual system of a microcomputer and two microcomputers mutually check a state of the other party and an operation output, thereby implementing high reliability.
  • the safety controller 1 is configured to include an operation processing device including a microcomputer, a CPU, or a DSP and an electronic processing device in which processing logic can be mounted by programming of an FPGA (logic circuit), and the like.
  • a governor device and an encoder 21 are provided to detect a speed and a movement amount (movement distance) of a car.
  • the governor device is configured of a governor rope 22 that is supported by a rotatable governor pulley 20, fixed to a car 2, and moves together with the car.
  • the encoder 21 (rotary encoder) is attached to the governor pulley 20 and rotates together with the car and the speed and movement amount of the car are obtained by counting a pulse generated by the rotation of the encoder 21.
  • the signal of the encoder 21 is input to the safety controller 1 and the speed or movement amount of the car is calculated by counting the pulse.
  • the speed and movement amount of the car are detected by a detection device that reads magnetically recorded code information by attaching a magnetic tape to a hoist way (for example, rail) in a vertical direction (ascending/descending direction) or performs optical (for example, bar code) detection.
  • the floor reference position of each floor and the floor position information (for example, first floor, second floor) of each floor are detected by a car position sensor 30 (reflective photoelectric sensor) equipped in the car 2 and detection plates 31A, 31B, and 31C attached to thresholds of landings of each floor and when the car position sensor 30 is present at a position opposite to the detection plate, reflected light of the sensor is detected from each detection plate.
  • the length and shape of each detection plate are changed for each floor, such that it is detected whether the car 2 is present at a predetermined reference position of the floor.
  • an edge of the detection plate may be detected based on a change in a step shape of the sensor signal.
  • a landing reference position (landing level) at which the car 2 is landed is calculated from the detected reference position of the floor and the calculated movement amount.
  • the detection plates 31A, 31B, and 31C are attached so that the edge position and the landing reference position are at a predetermined distance. Therefore, after the edge position of the detection plate is detected by the car position sensor 30, the car (accurately, car bottom) is at the landing reference position of the floor when the movement amount of the car based on the encoder 21 reaches a predetermined value.
  • a car door switch 43 that detects the open state of the car door 42 and landing door switches 41A, 41B, and 41C that detect the open states of the landing doors 40A, 40B, and 40C of each floor are provided.
  • a spring type load sensor 32 and a beam sensor or a photoelectric sensor (not illustrated) that is equipped at the car door to detect passengers sandwiched in the car door are provided.
  • the information on the sensor (the encoder 21 of the governor, the car position sensor 30, the spring type load sensor 32, and the beam sensor of the car door) and the switch (the car door switch 43 and the landing door switches 41A, 41B, and 41C of each floor) is converted into an electrical signal and a serial communication signal and input to the safety controller 1 via a signal line.
  • the safety controller 1 determines the safety state of the elevator based on the sensor information and the switch information, and if it is determined that the safety state is abnormal, cuts off the main power supply and operates the brake 6, thereby emergency stopping the elevator car.
  • FIG. 2 illustrates a block diagram of an UCMP that is the safety controller 1, in which the UCMP detects the open-door movement abnormality based on the position (the moving distance of the car from the landing reference position) and speed of the car.
  • the car speed is calculated by counting the pulse of the encoder 21 as the number of pulses (corresponding to the car moving distance) per a predetermined time by a car speed calculation unit 101.
  • the movement direction (ascending direction or descending direction) of the car is obtained by differentiating the rotation direction from the signal of the encoder 21 by a car movement direction determination unit 102.
  • a distance calculation unit 104 between the landing reference position and the car position calculates a determination distance X between the landing reference position of the landing and the car position (car bottom position), and FIG. 3 is the explanation diagram thereof.
  • the landing reference position is a position that is spaced apart from the floor reference position by the car position sensor 30 by a predetermined distance.
  • the car position is obtained based on the car movement amount from the point in time passing through the floor reference position.
  • ⁇ X represents the car movement amount per pulse of the governor encoder
  • XA represents the floor reference position
  • XB represents the distance (predetermined value) between the floor reference position and the landing reference position
  • ⁇ X represents the car movement amount (addition by defining sign +/- from the car movement direction determined by the car movement direction determination unit 102) from the point in time when the car passes through the floor reference position.
  • the open-door determination unit 105 detects whether any one of the car door switch 43, the car door from the output signals from the landing door switches 41A, 41B, and 41C of each floor, or the landing door of each floor is opened (it may be determined that only the car door is opened).
  • a car position and car speed abnormality determination unit 106 determines the occurence of the open-door movement abnormality from the car speed, the determination distance X between the landing reference position and the car position, and an overspeed threshold value (abnormality determination threshold value) of the car speed set with respect to the determination distance X.
  • the overspeed threshold value is stored in a threshold value database 107 as a database, corresponding to the landing reference positions for each floor and the determination distance X.
  • the safety controller 1 When it is determined to be the open-door movement abnormality by referring to the threshold value database 107, the safety controller 1 outputs a signal that cuts off the main power supply of the elevator and a signal (generally, a signal that interrupts the supply power of a winch brake) that actuates the winch brake.
  • FIG. 4 illustrates an operation flow chart of the electronic UCMP.
  • the car speed is detected (F02) to calculate the determination distance X (the moving distance of the car from the reference position) between the current car position and the landing reference position of the car stop floor (or nearest floor) (F03).
  • the comparison is performed (F05) by referring to the abnormality determination threshold value stored in the threshold value database 107 (F04).
  • FIG. 5 illustrates the abnormality determination threshold value (determination criteria), in which a horizontal axis (A01) at any N th floor represents the car speed, a vertical axis (A02) represents the car position in the ascending/descending direction, a dotted line A05 represents a landing reference position, and a curve A03 represents an abnormality determination threshold value. It is determined that an inner side (landing reference position side) than the curve A03 is normal and an outer side beyond the curved line is abnormal.
  • the abnormality determination threshold value is set to become smaller as the determination distance X (distance to the car position) from the landing reference position is increased based on the landing reference position.
  • the abnormality determination threshold value A03 is set by adding a predetermined margin (margin of the speed detection) by defining the rope expansion amount and an operation area curve A06 of the open-door movement that may also be in a normal state so as not to erroneously determine the car speed at that time based on the expansion due to passengers getting on and off a car.
  • FIG. 6(A) illustrates the car operation (the operation of the position and speed) due to the expansion of the main rope when many people get in a car.
  • An operation trace C01 represents a trace of an operation point and an arrow direction represents a temporal progress.
  • the car stops at the landing reference position (speed is zero).
  • the rope is expanded such that the car descends with the increased speed and stops at any position and then, stops at a position of an end point by repeating vibrations of ascending and descending like vibrations of a spring.
  • FIG. 6(B) illustrates the case in which many people get off a car and then, get on a car, in which C02 represents the operation trace. Many people get off a car at the start point and the rope is contracted such that a car ascends once and is vibrated. The car is strongly vibrated in a descending direction because more people get on the car in the meantime.
  • the curve A06 in the normal area may be a radial curve based on the landing reference position.
  • FIG. 7 illustrates the operation upon the occurrence of abnormality, in which a dotted line B01 represents the determination threshold value according to the related art that determines the open-door movement abnormality only by a distance between the landing reference position and the car position.
  • the abnormality occurs when the car stops at the landing reference position, such that the car position is beyond the threshold value of the dotted line B01 and the abnormality is detected when the car descends with being accelerated according to the operation trace B04.
  • the acceleration is continued as illustrated in the operation trace B06 and the car speed is increased as illustrated. Therefore, the brake is actuated at the point in time when the abnormality is detected and even in the deceleration, the time to stop and the long distance are required (the related art in the drawings).
  • the threshold value (dotted lines B06 and B01) of the distance required to stop needs to be set so as to prevent passengers from being sandwiched in the ceiling or the bottom of the landing, and it is preferable that after the car is emergency-stopped, the step between the car bottom and the landing when passengers escape from the car to the landing is small and is smaller for safety.
  • the abnormality is determined according to a determination curve A03, and therefore even in the case of the operation trace B04, the abnormality is detected at an intersecting point of B04 and A03. Therefore, the abnormality is detected at an earlier point of time than the related art, the movement distance to the stop may be shorter, and the escape of the passenger may be safer.
  • FIG. 8 illustrates that the determination threshold value B01 of FIG. 7 is set to be smaller like B01 so as to make the movement distance and time short at the time of deceleration.
  • FIG. 9 illustrates that for the description of FIG. 5 , the setting value of the abnormality determination threshold value (determination criteria) is changed, the landing reference position and the threshold value database 107 corresponding to the determination distance X are changed, and the open-door movement abnormality is defined from the relationship between the car speed and the car position for stopping the car within a predetermined distance.
  • ⁇ represents the deceleration (deceleration by a winch brake or a second brake (rope brake or rail brake)) when the car is emergency-stopped
  • X represents the distance between the landing reference position and the car position
  • V represents the abnormality determination threshold value
  • X0 represents the predetermined position (distance) at which the car stops.
  • FIG. 10 illustrates that the setting value of the abnormality determination threshold value (determination criteria) is changed and for the landing reference position of the car stop floor, the dead zone (area sandwiched by two dotted lines A07) that does not perform determination on the close position (distance) is provided.
  • the dead zone By providing the dead zone, the time is short (the amplitude width is short) such that the problem of safety is not present due to the excessive vibration depending on passengers getting on and off a car.
  • the amplitude width is short
  • FIG. 11 illustrates that for the block diagram of the UCMP illustrated in FIG. 2 , the open-door movement abnormality is determined by the car speed and position according to the characteristics for each floor and the threshold value data 109 corresponding to the floor position of the car is defined. That is, the floor position detection unit 108 detects the floor positions (first floor, second floor, third floor, and the like) of the car and determines the open-door movement abnormality by the optimized threshold value data 109 for each floor position.
  • the input signal for the floor position detection unit 108 is the car position sensor (reference numeral 30) illustrated in FIG. 1 and when the car position sensor is the photoelectric sensor, each floor may be identified by a detection plate shape and the floor information may be identified by using an RFID tag, a barcode, and the like.
  • a proper determination threshold value may be defined according to the rope expansion, a determination threshold value for earlier detection of the abnormality for a specific floor (for example, a floor in which the elder mainly reside, a floor in which children mainly reside, and the like) in a condominium building, and the like, can be defined, and the more accurate and rapid determination can be made.
  • FIG. 12 illustrates the example of the determination characteristics set for each floor.
  • FIG. 12(A) illustrates that the floor position of the car is the uppermost floor and since the length of the main rope to which the car is hung is short, the vibration width by the rope expansion is reduced and the normal area (area surrounded by a dashed line A06) of the open-door movement by the rope expansion is reduced. Therefore, a radius (a center is a landing reference position) of the abnormality determination curve (curve A03) is also reduced. That is, the abnormality determination threshold value of the speed of the same car position is reduced.
  • FIG. 12(B) illustrates that the floor position of the car is the lowest floor and since the length of the main rope is long, the vibration width by the rope expansion is increased and the normal area (area surrounded by a dashed line A06) of the open-door movement by the rope expansion is increased. Therefore, the radius (a center is a landing reference position) of the abnormality determination curve (curve A03) is also increased. That is, the abnormality determination threshold value of the speed for the same car position is increased.
  • the determination criteria of the open-door movement abnormality are changed according to the floor position, and therefore the abnormality determination is adapted to the different rope expansions at each floor position, thereby implementing the more accurate determination and protection.
  • the determination criteria may be defined based on the amount of the rope expansion even when the car height position (for example, a height of 10 m, and the like) is used instead of the floor position. That is, as the stop floor of the car is lower and the car height position is lower, the abnormality determination threshold value may be increased.
  • FIG. 13 illustrates that for the block diagram of the UCMP illustrated in FIG. 2 , the determination of the open-door movement abnormality is performed according to the state of passengers getting and off a car, and it is determined whether there are passengers getting on and off the car by the passenger getting on/off state determination unit 110 to determine the abnormality from an abnormality determination threshold value data 111 based on the results.
  • the passenger getting on/off states of a car is detected by the change state of the load in the car detected by a load sensor 32 in the car or the door beam signal (it can detect that passengers pass through the car door) of the car door.
  • the abnormal determination threshold value is defined based on the main rope expansion by the getting on/off, such that more accurate determination can be made.
  • FIG. 14 illustrates an example in which the abnormality determination threshold value is defined according to whether there are passengers getting on and off a car, which represents the abnormality determination threshold value in the case in which a curve A03A represents that passengers are getting on and off, and a curve A03B represents that passengers are not getting on and off.
  • the main rope expansion due to the passengers getting on and off a car is increased such that the normal area (area surrounded by a dashed line A06 of FIG. 5 ) of the open-door movement is wide, and the radius (a center is a landing reference position) of the abnormality determination curve (curve A03A) is set to be large based on the expansion.
  • the main rope expansion is small, such that the radius (a center is a landing reference position) of the curve A03B is set to be small.
  • the open-door movement is certainly detected at a shorter movement distance regardless of passengers getting on and off a car, the stability can be improved, and the degradation in travel efficiency can be prevented. Further, instead of whether passengers getting on and off a car, the abnormality determination may be made according to the number of passengers getting on and off a car, and the abnormality determination may be performed more accurately when the expansion of the main rope is directly detected by a sensor disposed at the rope end.

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  • Maintenance And Inspection Apparatuses For Elevators (AREA)
  • Indicating And Signalling Devices For Elevators (AREA)

Claims (12)

  1. Aufzugsystem, das mit einer Vorrichtung für den Schutz vor einer unbeabsichtigten Fahrkorbbewegung ausgerüstet ist, die einen Fahrkorb (2) anhält, indem sie den Fall, in dem eine Fahrkorbtür und eine Treppenpodesttür in einem geöffneten Zustand sind und der Fahrkorb (2) gegenüber einem Treppenpodest angehoben wird, als eine Anomalie einer Bewegung bei offener Tür bestimmt, wobei das System dadurch gekennzeichnet ist, dass es Folgendes umfasst:
    einen Fahrkorbtür-Schalter (43), der einen geöffneten Zustand der Fahrkorbtür detektiert; und einen Treppenpodesttür-Schalter (41A-41C), der den geöffneten Zustand der Treppenpodesttür detektiert;
    eine Detektionsvorrichtung (21, 30), die eine Geschwindigkeit und einen Bewegungsbetrag (X) eines Fahrkorbs (2) und einer Etagenbezugsposition detektiert; und
    eine Sicherheitssteuereinheit (1), die eine Anomalie einer Bewegung bei offener Tür bestimmt durch Vergleichen der detektierten Fahrkorbgeschwindigkeit mit einem Anomaliebestimmungs-Schwellenwert einer Fahrkorbgeschwindigkeit, wobei der Anomaliebestimmungs-Schwellenwert in Bezug auf eine Fahrkorbposition anhand von Ergebnissen des durch die Detektionsvorrichtung (21, 30) detektierten Bewegungsbetrags (X) eingestellt wird,
    wobei die Anomaliebestimmungs-Schwellenwerte für jede Etagenposition definiert sind.
  2. Aufzugsystem nach Anspruch 1, wobei die Detektionsvorrichtung (21, 30) einen Detektionssensor, der die Geschwindigkeit und den Bewegungsbetrag (X) eines Fahrkorbs (2) detektiert, und einen Positionssensor, der eine Etagenbezugsposition jeder Etage detektiert, enthält.
  3. Aufzugsystem nach Anspruch 1, wobei die Sicherheitssteuereinheit (1) eine Treppenpodest-Bezugsposition, bei der der Fahrkorb (2) anhält, aus der Etagenbezugsposition und dem Bewegungsbetrag (X) und einem Bestimmungsabstand von der Treppenpodest-Bezugsposition zu der Fahrkorbposition berechnet und dann, wenn durch den Fahrkorbtür-Schalter (43) und den Treppenpodesttür-Schalter (41A-41C) detektiert wird, dass eine Tür in einem geöffneten Zustand ist, die Anomalie einer Bewegung bei offener Tür durch Bezugnahme auf eine Schwellenwertdatenbank (107), in der Anomaliebestimmungs-Schwellenwerte gespeichert sind, entsprechend dem Bestimmungsabstand bestimmt.
  4. Aufzugsystem nach Anspruch 1, wobei die Sicherheitssteuereinheit (1) eine Treppenpodest-Bezugsposition, an der der Fahrkorb (2) anhält, aus der Etagenbezugsposition und dem Bewegungsbetrag (X) und einem Bestimmungsabstand von der Treppenpodest-Bezugsposition zu der Fahrkorbposition berechnet und der Anomaliebestimmungs-Schwellenwert so eingestellt wird, dass er bei zunehmendem Bestimmungsabstand kleiner wird.
  5. Aufzugsystem nach Anspruch 1, wobei der Anomaliebestimmungs-Schwellenwert so eingestellt wird, dass bei einem Eintreten/Austreten eines Fahrgastes in den bzw. aus dem Fahrkorb (2) keine fehlerhafte Bestimmung aufgrund der Dehnung des Seils, das den Fahrkorb (2) aufwärts und abwärts bewegt, erfolgt.
  6. Aufzugsystem nach Anspruch 1, wobei der Anomaliebestimmungs-Schwellenwert anhand der Fahrkorbposition und der Verzögerung, wenn der Fahrkorb (2) an der vorgegebenen Position anhält, eingestellt wird.
  7. Aufzugsystem nach Anspruch 1, wobei die Sicherheitssteuereinheit (1) eine Treppenpodest-Bezugsposition, an der der Fahrkorb (2) anhält, aus der Etagenbezugsposition und dem Bewegungsbetrag (X) und einem Bestimmungsabstand von der Treppenpodest-Bezugsposition zu der Fahrkorbposition berechnet, wobei eine Totzone vorgesehen ist, in der eine Bestimmung anhand der Treppenpodest-Bezugsposition nicht ausgeführt wird.
  8. Aufzugsystem nach Anspruch 1, wobei der Anomaliebestimmungs-Schwellenwert für die Fahrkorbposition größer ist, wenn eine Etage, an der der Fahrkorb (2) anhält, niedriger ist und eine Höhenposition des Fahrkorbs (2) niedriger ist.
  9. Aufzugsystem nach Anspruch 1, wobei eine Einheit zum Bestimmen des Eintretens/Austreten eines Fahrgastes, die detektiert, ob Fahrgäste in den Fahrkorb (2) eintreten oder aus ihm austreten, vorgesehen ist, wobei dann, wenn detektiert wird, dass Fahrgäste in den Fahrkorb (2) eintreten oder aus ihm austreten, der Anomaliebestimmungs-Schwellenwert in Bezug auf die Fahrkorbposition größer ist als wenn detektiert wird, dass keine Fahrgäste in den Fahrkorb (2) eintreten oder aus ihm austreten.
  10. Aufzugsystem nach Anspruch 1, das ferner Folgendes umfasst:
    einen Drehgeber, der zusammen mit dem Fahrkorb (2) betrieben wird, um einen Puls zu erzeugen; einen reflektierenden fotoelektrischen Sensor, der am Fahrkorb (2) vorgesehen ist; und eine Detektionsplatte (31A, 31B, 31C), die an einer Schwelle eines Treppenpodests jeder Etage befestigt ist,
    wobei der Puls gezählt wird, um die Geschwindigkeit und den Bewegungsbetrag (X) des Fahrkorbs (2) zu berechnen, wobei dann, wenn der reflektierende fotoelektrische Sensor sich an einer Position gegenüber der Detektionsplatte (31A, 31B, 31C) befindet, die Etagenbezugsposition detektiert wird.
  11. Aufzugsystem nach Anspruch 1, wobei die Geschwindigkeit und der Bewegungsbetrag (X) des Fahrkorbs (2) und die Etagenbezugsposition durch Lesen von Magnetcodeinformationen, die auf ein in einer Anstiegs-/Abstiegsrichtung befestigtes Magnetband aufgezeichnet sind, detektiert werden.
  12. Aufzugsystem nach Anspruch 1, wobei die Geschwindigkeit und der Bewegungsbetrag des Fahrkorbs (2) und die Etagenbezugsposition optisch detektiert werden.
EP10853184.9A 2010-06-18 2010-06-18 Aufzugsystem Active EP2583928B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2010/004074 WO2011158301A1 (ja) 2010-06-18 2010-06-18 エレベータシステム

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EP2583928A1 EP2583928A1 (de) 2013-04-24
EP2583928A4 EP2583928A4 (de) 2017-11-08
EP2583928B1 true EP2583928B1 (de) 2021-02-24

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EP (1) EP2583928B1 (de)
JP (1) JP5516729B2 (de)
CN (1) CN102947210B (de)
SG (1) SG186731A1 (de)
WO (1) WO2011158301A1 (de)

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CN113624185B (zh) * 2020-05-07 2023-12-05 上海三菱电梯有限公司 自动测距装置及其测距方法
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EP2583928A1 (de) 2013-04-24
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JP5516729B2 (ja) 2014-06-11
WO2011158301A1 (ja) 2011-12-22
JPWO2011158301A1 (ja) 2013-08-15
CN102947210B (zh) 2015-05-06
EP2583928A4 (de) 2017-11-08

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