EP3224173B1 - Elevator system - Google Patents
Elevator system Download PDFInfo
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- EP3224173B1 EP3224173B1 EP15794908.2A EP15794908A EP3224173B1 EP 3224173 B1 EP3224173 B1 EP 3224173B1 EP 15794908 A EP15794908 A EP 15794908A EP 3224173 B1 EP3224173 B1 EP 3224173B1
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- transport path
- elevator system
- cabin
- change
- person
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- 238000000034 method Methods 0.000 claims description 19
- 230000003287 optical effect Effects 0.000 claims description 15
- 230000011664 signaling Effects 0.000 claims description 6
- 230000005484 gravity Effects 0.000 description 13
- 208000027418 Wounds and injury Diseases 0.000 description 11
- 230000006378 damage Effects 0.000 description 11
- 208000014674 injury Diseases 0.000 description 11
- 230000035484 reaction time Effects 0.000 description 9
- 238000006243 chemical reaction Methods 0.000 description 5
- 238000010586 diagram Methods 0.000 description 3
- 238000006073 displacement reaction Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- 230000033001 locomotion Effects 0.000 description 2
- 230000004913 activation Effects 0.000 description 1
- 108010066278 cabin-4 Proteins 0.000 description 1
- 230000001934 delay Effects 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
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- 230000000087 stabilizing effect Effects 0.000 description 1
- 230000000007 visual effect Effects 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B3/00—Applications of devices for indicating or signalling operating conditions of elevators
- B66B3/002—Indicators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B3/00—Applications of devices for indicating or signalling operating conditions of elevators
- B66B3/02—Position or depth indicators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B9/00—Kinds or types of lifts in, or associated with, buildings or other structures
- B66B9/003—Kinds or types of lifts in, or associated with, buildings or other structures for lateral transfer of car or frame, e.g. between vertical hoistways or to/from a parking position
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B9/00—Kinds or types of lifts in, or associated with, buildings or other structures
- B66B9/10—Kinds or types of lifts in, or associated with, buildings or other structures paternoster type
Definitions
- the present invention relates to an elevator system having a car and a first and a second transport path for this car, wherein the direction of the first transport path is different from that of the second transport path, and a method for operating such an elevator system.
- Elevator systems with different transport routes for a car usually have more than one shaft.
- a cabin is transported, for example, in circulation operation between two shafts.
- Conversion devices transport a cabin on at least two floors from one shaft to the other.
- Such transposers are mostly used in elevator systems with more than two cabins with circulating traffic between two shafts.
- Systems are also known in which a car is parked (temporarily) in another shaft by means of a transfer device.
- In order to achieve a sufficient flow rate of the entire system in the above elevator systems with at least two cabins and at least two shafts must be occasionally in the horizontal direction, ie when converting the car from one shaft to the other, driven at speeds in the presence of persons would lead to a risk of injury.
- An elevator system with the features of claim 1 and a method for operating an elevator system with the features of claim 8 are proposed.
- Advantageous embodiments are the subject of the dependent claims and the following description.
- An elevator system according to the invention has a car and a first and a second transport path for this car, wherein the direction of the first transport path is different from that of the second transport path.
- the first transport path has in particular a vertical direction, the second transport path in particular a horizontal direction.
- a signal generator is present, which indicates a change, in particular an imminent change of the cabin from the first transport path in the second transport path and / or vice versa.
- a change from the vertical direction to the horizontal direction and / or a change from the horizontal direction to the vertical direction of a person in the cabin is indicated by means of a signal generator present in or on the car.
- a signal generator present in or on the car.
- a person located in the cabin can stabilize its position and in particular adjust to an imminent transport path change.
- indefinite articles used such as “a cabin”, “a transport route” or “a signal generator”, do not mean “one and only one”, but an indefinite number, ie "a / e or more "express.
- the signal transmitter or the signal transmitter output optical and / or acoustic signals. In this way, the hearing and / or visual sense of a person can be addressed.
- an optical signal indicating the direction of at least one of the transport paths is output.
- the respective direction of the transport path of a car can be displayed with a luminous arrow in the cabin, with a change in the transport direction, for example, additionally sounds an acoustic signal.
- a change in the transport paths is displayed for a predetermined period of time before the change of direction takes place.
- a signal indicating the change in direction may be output, such as a red flashing arrow indicating the direction of the next transport path.
- the remaining time period before the actual change of transport routes should be approximately equal to or at least equal to the average reaction time of a person in the cabin. In this way, enough time remains for the person to stabilize their position.
- the use of the invention is particularly advantageous for elevator systems in which the direction of the first transport path is vertical and the direction of the second transport path is horizontal.
- first and second transport path are possible, so that the first transport path is horizontal and the second transport path is vertical.
- any other directions of the transport routes are conceivable.
- a second aspect of the present invention relates to the determination of a maximum speed and / or a maximum acceleration of the cabin after a transport path change. This aspect will be described below without loss of generality in connection with the explained signal indicating a change of the transport path direction. However, it is reserved to seek independent protection for this aspect of the invention hereof.
- the maximum speed and / or the maximum acceleration of the car is limited to a predetermined value immediately after a change of transport routes.
- This measure can serve, alone or in addition to the output of a signal described in detail above, in the event of a transport path change, a person stabilizing his position sufficiently to minimize a risk of injury.
- the value of the maximum speed of a car after a transport path change is determined as follows: It is assumed that a person in the interest of his own stability in a moving cabin occupies a certain footprint on the cabin floor, primarily by the distance D characterized the two foot well centers.
- the position of the center of gravity is selected by a person usually in the absence of external influence approximately centrally above the connecting line of the foot well centers, ie centrally within the foot distance.
- a risk of injury is minimized, as long as this focus remains within the foot distance or within the imaginary connecting line of the two foot well centers, when an external effect, such as a change of transport routes, the person acts. If the center of gravity leaves the said area, a risk of injury due to camber or impact on the cabin wall or the like is high.
- V max By choosing a sufficiently low target speed V max can be effected that an average awake person in the above-described standing position when a greater acceleration occurs is able to maintain their stability by timely force transfer to one or the other foot.
- the accelerations can become arbitrarily large, that is to say, that it would be possible to accelerate from 0 to target speed and vice versa immediately.
- the scenario considered here is therefore especially in the case of emergency braking, in particular in the horizontal transport direction, before.
- person and cabin have a relative speed up to the target speed.
- S V ⁇ T.
- V max D / (2T).
- the above-exemplified maximum speed can thus compensate for a person, for example, in case of emergency braking by force displacement, without being exposed to an increased risk of injury.
- the present invention also relates to a corresponding method for operating an elevator system according to the invention, in which case reference should be made in full to the statements regarding the elevator system according to the invention in order to avoid repetition.
- FIG. 1 schematically shows two shafts 9 of an elevator system, for example, a MultiCar system with at least two cabs in circulation mode.
- a transfer device 8 shown here only schematically, takes over the transport of a car 3 from a shaft in the other shaft.
- Another converting device 8 is present, but not shown here.
- the cabins 3 shown may be different cabins.
- FIG. 1 it can also be understood that snapshots are shown at different times of a car 3 in the elevator system 10.
- a signal generator 4 which indicates a change of the car 3 from a first transport path 1, here in the vertical direction, in the second transport path 2, here in the horizontal direction. It is advantageous if, in this exemplary embodiment, the signal generator also indicates a change from the second transport path 2 into the first transport path 1, for example after passing through the conversion device 8.
- the signal generator has two optical signals 5 and 6 in this exemplary embodiment.
- the optical signal 5 indicates the direction of the respective transport path 1 or 2.
- four directional arrows are thus provided, through which the respective vertical direction or horizontal direction can be displayed.
- FIG. 1 shows the optical signal 5 of the lower cabin 3, the direction of the upward transport path 1, for example in green Color, on.
- the optical signal 6 is not activated in this state.
- the optical signal 5 indicates the corresponding direction of the transport path 2, for example in red.
- the optical signal 6, for example, a red flashing light activated.
- an acoustic signal can sound when the optical signal 6 is active. A person in the cabin 3 7 (see. FIG. 2 ) is thus signaled the change of direction associated with the change of transport routes, so that this person can assume a stable position in order to minimize the risk of injury.
- the optical signal 6 can already be activated during this predetermined period of time in order to signal a person 7 the imminent change of direction.
- said period of time is at least the average reaction time of persons 7 using the elevator system 10. Such average reaction times are known per se.
- the predetermined period of time can also be selected to be greater, so that the direction change signal is indicated even before the conversion device 8 is activated. This can be done, for example, on the drive from the previous stop to the stop of the transfer device 8.
- FIG. 2 shows very schematically and not to scale a in a cabin 3 of in FIG. 1
- the person 7 takes in a normal elevator ride approximately in the direction of the transport path 1 (see FIG. 1 ) a certain footprint on the cabin floor, by the distance D of the two Footrest centers can be characterized.
- the illustrated position of the person 7 is selected for maximum stability.
- the center of gravity S of this person 7 is located approximately in the center above the imaginary connecting line of the two foot well centers.
- the elevator system 10 or the converting device 8 contains a control device which makes a limitation of the transport speed of the car 3 on the respective transport path 2 according to the above statements. It should be emphasized in this context that under some circumstances the measure of speed limitation that has been devised may also be sufficient to minimize the risk of injury, without the additional signaling explained in connection with FIG. 1 would be necessary.
- FIG. 3 shows a multi-stage braking process, as already described above, wherein the absolute speed v of the car and the relative speed vrel of a person relative to the car is plotted against time.
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- Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Structural Engineering (AREA)
- Elevator Control (AREA)
- Indicating And Signalling Devices For Elevators (AREA)
- Cage And Drive Apparatuses For Elevators (AREA)
Description
Die vorliegende Erfindung betrifft ein Aufzugsystem mit einer Kabine und einem ersten und einem zweiten Transportweg für diese Kabine, wobei die Richtung des ersten Transportwegs von der des zweiten Transportwegs unterschiedlich ist, sowie ein Verfahren zum Betreiben eines solchen Aufzugsystems.The present invention relates to an elevator system having a car and a first and a second transport path for this car, wherein the direction of the first transport path is different from that of the second transport path, and a method for operating such an elevator system.
Aufzugsysteme mit unterschiedlichen Transportwegen für eine Kabine weisen meist mehr als einen Schacht auf. Eine Kabine wird beispielsweise im Umlaufbetrieb zwischen zwei Schächten transportiert. Umsetzeinrichtungen transportieren eine Kabine auf mindestens zwei Stockwerken von einem Schacht in den anderen. Solche Umsetzeinrichtungen kommen meistens in Aufzugsystemen mit mehr als zwei Kabinen bei umlaufendem Verkehr zwischen zwei Schächten zum Einsatz. Es sind auch Systeme bekannt, bei denen mittels einer Umsetzeinrichtung eine Kabine in einem anderen Schacht (zwischen-) geparkt wird.
Um bei den genannten Aufzugsystemen mit mindestens zwei Kabinen und mindestens zwei Schächten eine hinreichende Förderleistung des gesamten Systems zu erzielen, muss fallweise auch in der Horizontalrichtung, also beim Umsetzten der Kabine von einem Schacht in den anderen, mit Geschwindigkeiten gefahren werden, die bei einer Anwesenheit von Personen zu einem Verletzungsrisiko führen würde. Dieses Verletzungsrisiko besteht im Rahmen der regulären Beschleunigungen der Kabine sowie im Rahmen einer erhöhten Beschleunigung bei Notbremsungen. Soweit die Mitfahrt von Personen bei einem Wechsel des Transportwegs, insbesondere also die horizontale Mitfahrt von Personen, nicht ausdrücklich vorgesehen ist, ist diese unerwünscht und zu vermeiden. Dennoch besteht eine Restwahrscheinlichkeit, dass Personen wegen Irrtum oder Missbrauch in der Kabine verbleiben und dann während des Wechsels des Transportwegs, insbesondere also während der Horizontalfahrt, einem Verletzungsrisiko ausgesetzt werden.
Wünschenswert ist daher, ein Aufzugssystem und ein Verfahren zum Betreiben eines solchen Aufzugsystems bereitzustellen, bei dem das Verletzungsrisiko beim Verbleiben einer Person in einer Kabine des Aufzugsystems bei einem Wechsel des Transportwegs, insbesondere während einer Horizontalfahrt, minimiert wird. Dokument
In order to achieve a sufficient flow rate of the entire system in the above elevator systems with at least two cabins and at least two shafts, must be occasionally in the horizontal direction, ie when converting the car from one shaft to the other, driven at speeds in the presence of persons would lead to a risk of injury. This risk of injury exists as part of the regular accelerations of the cabin and in the context of increased acceleration during emergency braking. As far as the ride of persons in a change of the transport route, especially the horizontal ride of persons, is not expressly provided, this is undesirable and to be avoided. Nevertheless, there is a residual likelihood that persons will remain in the cabin due to error or misuse and then during the change of transport route, So in particular during horizontal travel, be exposed to injury risk.
It is therefore desirable to provide an elevator system and a method for operating such an elevator system, in which the risk of injury when a person remains in a car of the elevator system is minimized when changing the transport path, in particular during horizontal travel. document
Erfindungsgemäß wird ein Aufzugsystem mit den Merkmalen des Anspruchs 1 sowie ein Verfahren zum Betreiben eines Aufzugsystems mit den Merkmalen des Anspruchs 8 vorgeschlagen. Vorteilhafte Ausgestaltungen sind Gegenstand der Unteransprüche und der nachfolgenden Beschreibung.
Ein erfindungsgemäßes Aufzugssystem weist eine Kabine sowie einen ersten und einen zweiten Transportweg für diese Kabine auf, wobei die Richtung des ersten Transportwegs von der des zweiten Transportwegs unterschiedlich ist. Der erste Transportweg weist insbesondere eine vertikale Richtung, der zweite Transportweg insbesondere eine horizontale Richtung auf. In der Kabine und/oder an der Kabine ist ein Signalgeber vorhanden, der einen Wechsel, insbesondere einen bevorstehenden Wechsel der Kabine von dem ersten Transportweg in den zweiten Transportweg und/oder umgekehrt angibt. In dem genannten Beispielfall wird also ein Wechsel von der vertikalen Richtung in die horizontale Richtung und/oder ein Wechsel von der horizontalen Richtung in die vertikale Richtung einer Person in der Kabine mittels einem in oder an der Kabine vorhandenen Signalgeber angezeigt.
Bei einem entsprechenden erfindungsgemäßen Verfahren zum Betreiben eines Aufzugsystems mit einer Kabine, die entlang eines ersten und eines zweiten Transportwegs für diese Kabine verfahren wird, wobei die Richtung des ersten Transportwegs von der des zweiten Transportwegs unterschiedlich ist, wird ein insbesondere bevorstehender Wechsel der Kabine von dem ersten Transportweg in den zweiten Transportweg und/oder umgekehrt mittels eines Signals angezeigt.According to the invention, an elevator system with the features of
An elevator system according to the invention has a car and a first and a second transport path for this car, wherein the direction of the first transport path is different from that of the second transport path. The first transport path has in particular a vertical direction, the second transport path in particular a horizontal direction. In the cabin and / or on the cabin, a signal generator is present, which indicates a change, in particular an imminent change of the cabin from the first transport path in the second transport path and / or vice versa. In the example case mentioned, therefore, a change from the vertical direction to the horizontal direction and / or a change from the horizontal direction to the vertical direction of a person in the cabin is indicated by means of a signal generator present in or on the car.
In a corresponding inventive method for operating an elevator system with a car, which is moved along a first and a second transport path for this car, wherein the direction of the first transport path is different from that of the second transport path, a particular upcoming change the cabin from the first transport path in the second transport path and / or displayed vice versa by means of a signal.
Durch das den Transportwegwechsel anzeigende Signal kann eine in der Kabine befindliche Person ihre Position stabilisieren und sich insbesondere auf einen bevorstehenden Transportwegwechsel einstellen.By the signal indicating the transport route change, a person located in the cabin can stabilize its position and in particular adjust to an imminent transport path change.
In diesem Zusammenhang sei betont, dass verwendete unbestimmte Artikel, wie etwa "eine Kabine", "ein Transportweg" oder "ein Signalgeber", nicht "ein/e Einzige/r/s" meinen, sondern eine unbestimmte Anzahl, also "ein/e oder mehrere" ausdrücken sollen.In this context, it should be emphasized that indefinite articles used, such as "a cabin", "a transport route" or "a signal generator", do not mean "one and only one", but an indefinite number, ie "a / e or more "express.
Es ist vorteilhaft, wenn der Signalgeber oder die Signalgeber optische und/oder akustische Signale ausgeben. Auf diese Weise kann der Hör- und/oder Sehsinn einer Person angesprochen werden.It is advantageous if the signal transmitter or the signal transmitter output optical and / or acoustic signals. In this way, the hearing and / or visual sense of a person can be addressed.
Weiterhin ist es vorteilhaft, wenn ein die Richtung zumindest eines der Transportwege anzeigendes optisches Signal ausgegeben wird. Beispielsweise kann die jeweilige Richtung des Transportwegs einer Kabine mit einem leuchtenden Pfeil in der Kabine dargestellt werden, wobei bei einem Wechsel der Transportrichtung beispielsweise zusätzlich ein akustisches Signal ertönt.Furthermore, it is advantageous if an optical signal indicating the direction of at least one of the transport paths is output. For example, the respective direction of the transport path of a car can be displayed with a luminous arrow in the cabin, with a change in the transport direction, for example, additionally sounds an acoustic signal.
Es ist insbesondere vorteilhaft, wenn ein Wechsel der Transportwege eine vorgegebene Zeitspanne vor dem stattfindenden Richtungswechsel angezeigt wird. Beispielsweise kann zu diesem Zweck ein die Richtungsänderung anzeigendes Signal ausgegeben werden, etwa ein rot blinkender Pfeil, der die Richtung des nächsten Transportwegs anzeigt. Vorzugsweise sollte die verbleibende Zeitspanne vor dem eigentlichen Wechsel der Transportwege in etwa gleich oder mindestens gleich der durchschnittlichen Reaktionszeit einer Person in der Kabine betragen. Auf diese Weise verbleibt für die Person ausreichend Zeit, um ihre Position zu stabilisieren. Andererseits ist es zweckmäßig, die Zeitspanne auf diejenige Zeit zu begrenzen, die die Kabine zur Fahrt zwischen zwei Haltestellen des Aufzugsystems benötigt, insbesondere zur Fahrt zwischen der letzten Haltestelle vor dem Transportwegwechsel und der Haltestelle, an der der Transportwegwechsel stattfindet. Auf diese Weise wird einer Person in der Kabine dann der Transportwegwechsel im Laufe der Fahrt zur Haltestelle, auf der der Transportwegwechsel stattfindet, angezeigt.It is particularly advantageous if a change in the transport paths is displayed for a predetermined period of time before the change of direction takes place. For example, for this purpose, a signal indicating the change in direction may be output, such as a red flashing arrow indicating the direction of the next transport path. Preferably, the remaining time period before the actual change of transport routes should be approximately equal to or at least equal to the average reaction time of a person in the cabin. In this way, enough time remains for the person to stabilize their position. On the other hand, it is expedient to limit the period of time to that time that the cabin requires to travel between two stops of the elevator system, in particular to travel between the last stop before the transport route change and the stop at which the transport route change takes place. In this way, a person in the cabin then the Transportwegwechsel in the course of the trip to the stop on which the Transportwegwechsel takes place, displayed.
Wie bereits mehrfach erwähnt, ist der Einsatz der Erfindung insbesondere vorteilhaft für Aufzugsysteme, bei denen die Richtung des ersten Transportwegs vertikal und die Richtung des zweiten Transportwegs horizontal verläuft. Selbstverständlich ist auch ein Austausch von erstem und zweitem Transportweg möglich, sodass der erste Transportweg horizontal und der zweite Transportweg vertikal verläuft. Selbstverständlich sind auch etwaige andere Richtungen der Transportwege denkbar.As already mentioned several times, the use of the invention is particularly advantageous for elevator systems in which the direction of the first transport path is vertical and the direction of the second transport path is horizontal. Of course, an exchange of first and second transport path is possible, so that the first transport path is horizontal and the second transport path is vertical. Of course, any other directions of the transport routes are conceivable.
Ein zweiter Aspekt der vorliegenden Erfindung betrifft die Bestimmung einer maximalen Geschwindigkeit und/oder einer maximalen Beschleunigung der Kabine nach einem Transportwegwechsel. Dieser Aspekt wird nachfolgend ohne Beschränkung der Allgemeinheit in Zusammenhang mit dem erläuterten Signal beschrieben, das einen Wechsel der Transportwegrichtung anzeigt. Es sei jedoch vorbehalten, für diesen Aspekt der Erfindung hiervon unabhängig Schutz nachzusuchen.A second aspect of the present invention relates to the determination of a maximum speed and / or a maximum acceleration of the cabin after a transport path change. This aspect will be described below without loss of generality in connection with the explained signal indicating a change of the transport path direction. However, it is reserved to seek independent protection for this aspect of the invention hereof.
Gemäß diesem zweiten Aspekt der Erfindung wird unmittelbar nach einem Wechsel der Transportwege die maximale Geschwindigkeit und/oder die maximale Beschleunigung der Kabine auf einen vorbestimmten Wert begrenzt. Diese Maßnahme kann allein oder zusätzlich zu der oben ausführlich beschriebenen Ausgabe eines Signals dazu dienen, dass im Falle eines Transportwegwechsels eine Person ihre Lage beziehungsweise Position ausreichend stabilisiert, um ein Verletzungsrisiko zu minimieren.According to this second aspect of the invention, the maximum speed and / or the maximum acceleration of the car is limited to a predetermined value immediately after a change of transport routes. This measure can serve, alone or in addition to the output of a signal described in detail above, in the event of a transport path change, a person stabilizing his position sufficiently to minimize a risk of injury.
Mit Vorteil wird der Wert der maximalen Geschwindigkeit einer Kabine nach einem Transportwegwechsel wie folgt bestimmt: Es wird davon ausgegangen, dass eine Person im Interesse der eigenen Standsicherheit in einer fahrenden Kabine eine gewisse Standfläche auf dem Kabinenboden einnimmt, die in erster Linie durch den Abstand D der beiden Fußaufstandsmittelpunkte charakterisiert ist. Die Position des Körperschwerpunkts wird von einer Person in der Regel bei fehlender äußerer Einwirkung etwa mittig über der Verbindungslinie der Fußaufstandsmittelpunkte, also mittig innerhalb der Fußabstands gewählt. Ein Verletzungsrisiko ist minimiert, solange dieser Schwerpunkt innerhalb des Fußabstandes beziehungsweise innerhalb der gedachten Verbindungslinie der beiden Fußaufstandsmittelpunkte verbleibt, wenn eine äußere Einwirkung, etwa durch einen Wechsel der Transportwege, auf die Person einwirkt. Verlässt der Schwerpunkt den genannten Bereich, ist ein Verletzungsrisiko durch Sturz oder Stoß an die Kabinenwand oder ähnliches hoch.Advantageously, the value of the maximum speed of a car after a transport path change is determined as follows: It is assumed that a person in the interest of his own stability in a moving cabin occupies a certain footprint on the cabin floor, primarily by the distance D characterized the two foot well centers. The position of the center of gravity is selected by a person usually in the absence of external influence approximately centrally above the connecting line of the foot well centers, ie centrally within the foot distance. A risk of injury is minimized, as long as this focus remains within the foot distance or within the imaginary connecting line of the two foot well centers, when an external effect, such as a change of transport routes, the person acts. If the center of gravity leaves the said area, a risk of injury due to camber or impact on the cabin wall or the like is high.
Durch Wahl einer hinreichend geringen Sollgeschwindigkeit Vmax kann bewirkt werden, dass eine durchschnittlich wache Person in der oben beschriebenen Standposition bei Eintreten einer größeren Beschleunigung in der Lage ist, durch rechtzeitige Kraftverlagerung auf den einen oder anderen Fuß ihre Standfestigkeit beizubehalten. Es sei sicherheitshalber angenommen, dass die Beschleunigungen beliebig groß werden können, das heißt also, dass augenblicklich von 0 auf Sollgeschwindigkeit und umgekehrt beschleunigt werden könnte. Das hier betrachtete Szenario liegt also insbesondere im Fall einer Notbremsung, insbesondere in horizontaler Transportwegrichtung, vor. In dieser Zeit haben dann Person und Kabine eine Relativgeschwindigkeit bis in Höhe der Sollgeschwindigkeit. Zur Bewahrung der Standfestigkeit einer Person ist es ausreichend, wenn während der durchschnittlichen Reaktionszeit T dieser Person der Körperschwerpunkt sich nicht außerhalb des oben beschriebenen Fußabstands bewegt. Der zurückgelegte Relativweg des Schwerpunkts relativ zur Kabine ist gegeben durch S = V · T. Zur Bewahrung der Standfestigkeit muss gelten V ≤ (D/2)/T, sodass Vmax = D/(2T).By choosing a sufficiently low target speed V max can be effected that an average awake person in the above-described standing position when a greater acceleration occurs is able to maintain their stability by timely force transfer to one or the other foot. For the sake of security, it is assumed that the accelerations can become arbitrarily large, that is to say, that it would be possible to accelerate from 0 to target speed and vice versa immediately. The scenario considered here is therefore especially in the case of emergency braking, in particular in the horizontal transport direction, before. In this time, then person and cabin have a relative speed up to the target speed. To maintain the stability of a person, it is sufficient if, during the average reaction time T of that person, the center of gravity does not move outside the foot distance described above. The distance traveled by the center of gravity relative to the cabin is given by S = V · T. To maintain the stability, V ≤ (D / 2) / T holds, so that V max = D / (2T).
Bei einer beispielhaft angenommenen Standbreite beziehungsweise einem Fußabstand von D = 500 mm und einer Reaktionszeit von durchschnittlich T = 1 s ergibt sich eine Maximalgeschwindigkeit Vmax = 0,25 m/s.In an example assumed width or a foot distance of D = 500 mm and a reaction time of an average T = 1 s results in a maximum speed V max = 0.25 m / s.
Die oben beispielhaft angegebene maximale Geschwindigkeit kann somit eine Person beispielsweise im Falle einer Notbremsung durch Kraftverlagerung ausgleichen, ohne einem erhöhten Verletzungsrisiko ausgesetzt zu sein.The above-exemplified maximum speed can thus compensate for a person, for example, in case of emergency braking by force displacement, without being exposed to an increased risk of injury.
Allgemein ist ein Verfahren mit abgestufter ruckartiger Bremsung sowie auch (positiver) Beschleunigung denkbar. Da bei Fahrt mit konstanter Geschwindigkeit keine weiteren Kräfte auf eine Person einwirken, kann prinzipiell nach einer bestimmten Zeitspanne eine erneute Beschleunigung/Verzögerung vorgenommen werden. Diese Zeitspanne bis zur erneuten Beschleunigung/Verzögerung ist diejenige zusätzliche Zeit, die eine Person benötigt, um von ihrer gerade noch stabilen Standposition, beispielsweise auf einem Fuß, wieder in die Mittelposition des Schwerpunkts zu gelangen, in der ihr Gewicht mit maximaler Standsicherheit auf beide Füße gleich verteilt ist. Erst dann sind vor Beginn eines nachfolgenden Beschleunigungs-/Verzögerungsvorgangs wieder vergleichbare Anfangsbedingungen gegeben, wie vor Beginn des ersten Beschleunigungs-/Verzögerungsvorgangs. Da die erste Zeit T durch die menschliche Reaktion auf das Ereignis "Bremsbeginn" bestimmt war, ist anzunehmen, dass das nun zusätzliche Ereignis "Stillstand relativ zur Kabine" wiederum dieselbe Zeit T erfordert, bis die Person ihren Schwerpunkt wieder in die Mitte zwischen beide Fußaufstandspunkte gebracht hat. Für eine Einzelbremsung ist die Zeit irrelevant, da sie keine zusätzliche Einschränkung der maximalen Geschwindigkeit mit sich bringt. Für eine mehrstufige Bremsung ist sie jedoch relevant, da wie gesagt vergleichbare Anfangsbedingungen vor jeder Bremsstufe herrschen müssen, wenn die diesbezüglichen Argumente für die Geschwindigkeitsdifferenz greifen sollen.In general, a method with graduated jerky braking as well as (positive) acceleration is conceivable. Since no further forces act on a person when traveling at constant speed, a renewed acceleration / deceleration can in principle be undertaken after a certain period of time. This time to re-acceleration / deceleration is that extra time that a person needs to get from their barely stable standing position, for example on a foot, back to the center of gravity, where their weight with maximum stability on both feet is distributed equally. Only then are comparable initial conditions given before the beginning of a subsequent acceleration / deceleration process, as before the beginning of the first acceleration / deceleration process. Since the first time T was determined by the human response to the "brake onset" event, it may be assumed that the now additional "stall relative to the car" event again requires the same time T until the person returns to the center of gravity between both footrests has brought. For a single brake, time is irrelevant, as it does not entail any additional limitation on the maximum speed. For a multi-stage braking, however, it is relevant, since, as I said comparable initial conditions must prevail before each braking stage, if the relevant arguments for the speed difference should apply.
Statt einer solchen stufigen Bremsung, die ohne Zweifel für die Person im Aufzug relativ unkomfortabel ist, kann man nun aber auch mit gleichem Endergebnis eine kontinuierliche Bremsung mit einer endlichen Beschleunigung a durchführen. Eine nähere Betrachtung der kontinuierlichen Bremsung (oder entsprechend Beschleunigung) ist sinnvoll in Fällen, in denen die Bremsung entgegen der bisherigen Annahmen nicht wesentlich schneller als die persönliche Reaktionszeit stattfindet (also keine Notbremsung ist). Dann muss keine maximale Geschwindigkeit vorgegeben werden, sondern vielmehr eine maximale Beschleunigung amax. Da diese Beschleunigung den Annahmen gemäß auch gleichzeitig die Relativbeschleunigung der Person relativ zur Kabine ist, ergibt sich für das Integral der Geschwindigkeit, also den Weg, einfach die bekannte Formel für die konstant beschleunigte Bewegung:
Die vorliegende Erfindung betrifft - wie oben erklärt - auch ein entsprechendes Verfahren zum Betreiben eines erfindungsgemäßen Aufzugsystems, wobei hier vollumfänglich auf die Ausführungen zum erfindungsgemäßen Aufzugsystem Bezug genommen werden soll, um Wiederholungen zu vermeiden.As explained above, the present invention also relates to a corresponding method for operating an elevator system according to the invention, in which case reference should be made in full to the statements regarding the elevator system according to the invention in order to avoid repetition.
Es versteht sich, dass die vorstehend genannten und die nachstehend noch zu erläuternden Merkmale nicht nur in der jeweils angegebenen Kombination, sondern auch in anderen Kombinationen oder in Alleinstellung verwendbar sind, ohne den Rahmen der vorliegenden Erfindung zu verlassen.It is understood that the features mentioned above and those yet to be explained below can be used not only in the particular combination given, but also in other combinations or in isolation, without departing from the scope of the present invention.
Die Erfindung ist anhand eines Ausführungsbeispieles in der Zeichnung schematisch dargestellt und wird im Folgenden unter Bezugnahme auf die Zeichnung ausführlich beschrieben.The invention is illustrated schematically with reference to an embodiment in the drawing and will be described in detail below with reference to the drawing.
- Figur 1FIG. 1
- zeigt in schematischer Darstellung ein Aufzugsystem mit zwei Kabinen und einer Umsetzeinrichtung für die Umsetzung einer Kabine von einem Schacht in den anderen Schacht des Aufzugssystems,shows a schematic representation of an elevator system with two cabins and a conversion device for the conversion of a car from one shaft into the other shaft of the elevator system,
- Figur 2FIG. 2
- zeigt eine stabile Position einer Person in einer Kabine des Aufzugsystems in schematischer Darstellung,shows a stable position of a person in a cabin of the elevator system in a schematic representation,
- Figur 3FIG. 3
- zeigt ein Diagramm für eine Stufenbremsung einer Aufzugskabine undshows a diagram for a stage braking of an elevator car and
- Figur 4FIG. 4
- zeigt ein Diagramm einer kontinuierlichen Bremsung einer Aufzugskabine.shows a diagram of a continuous braking of an elevator car.
In einer Kabine 3 befindet sich, nicht maßstabsgerecht gezeichnet, ein Signalgeber 4, der einen Wechsel der Kabine 3 von einem ersten Transportweg 1, hier in vertikaler Richtung, in den zweiten Transportweg 2, hier in horizontaler Richtung, angibt. Es ist von Vorteil, wenn in diesem Ausführungsbeispiel der Signalgeber auch einen Wechsel von dem zweiten Transportweg 2 in den ersten Transportweg 1 angibt, etwa nach Durchlaufen der Umsetzeinrichtung 8.In a
Der Signalgeber weist in diesem Ausführungsbeispiel zwei optische Signale 5 und 6 auf. Das optische Signal 5 zeigt die Richtung des jeweiligen Transportwegs 1 oder 2 an. Hierzu sind folglich vier Richtungspfeile vorgesehen, durch die die jeweilige vertikale Richtung beziehungsweise horizontale Richtung angezeigt werden kann. Im dargestellten Ausführungsbeispiel gemäß
Bei einem Wechsel der Kabine von dem ersten Transportweg 1 in den zweiten Transportweg 2 zeigt das optische Signal 5 die entsprechende Richtung des Transportwegs 2, beispielsweise in roter Farbe, an. In diesem Ausführungsbeispiel ist zusätzlich das optische Signal 6, beispielsweise eine rot blinkende Leuchte, aktiviert. Zusätzlich kann auch ein akustisches Signal ertönen, wenn das optische Signal 6 aktiv ist. Einer in der Kabine 3 befindlichen Person 7 (vgl.
Hierzu ist es insbesondere vorteilhaft, wenn eine vorgegebene Zeitspanne vor dem eigentlichen Richtungswechsel eine Aktivierung der optischen Signale 5 und/oder 6 in der beschriebenen Weise erfolgt. Beispielsweise kann während dieser vorgegebenen Zeitspanne bereits das optische Signal 6 aktiviert werden, um einer Person 7 den bevorstehenden Richtungswechsel zu signalisieren. Zusätzlich zu dem nach oben gerichteten beispielsweise grünen Pfeil des die Richtung signalisierenden Signals 5 kann beispielsweise durch einen zusätzlich rot blinkenden, in die Richtung des Transportweges 2 leuchtenden Pfeiles einem Benutzer 7 der bevorstehende Richtungswechsel signalisiert werden. Es ist vorteilhaft, wenn die genannte Zeitspanne mindestens die durchschnittliche Reaktionszeit von das Aufzugsystem 10 nutzenden Personen 7 ist. Solche durchschnittlichen Reaktionszeiten sind an sich bekannt. Die vorgegebene Zeitspanne kann auch größer gewählt werden, sodass bereits vor Tätigwerden der Umsetzeinrichtung 8 das Richtungswechselsignal angegeben wird. Dies kann beispielsweise auf der Fahrt von der vorangehenden Haltestelle in die Haltestelle der Umsetzeinrichtung 8 erfolgen.For this purpose, it is particularly advantageous if a predetermined period of time before the actual direction change an activation of the
Bei einer äußeren Einwirkung, insbesondere bei einer Beschleunigung der Kabine 3 in Richtung des in
Es ist von Vorteil, wenn das Aufzugssystem 10 beziehungsweise die Umsetzeinrichtung 8 eine Steuereinrichtung enthält, die eine Begrenzung der Transportgeschwindigkeit der Kabine 3 auf dem betreffenden Transportweg 2 entsprechend der obigen Ausführungen vornimmt. Es sei in diesem Zusammenhang betont, dass unter Umständen auch die geschildete Maßnahme der Geschwindigkeitsbegrenzung zur Minimierung der Verletzungsgefahr ausreichen kann, ohne dass die zusätzliche erläuterte Signalgebung gemäß
Zur Zeit t=1s wird die erste Bremsung der Kabine um Δv = -vmax = -0.25 m/s vorgenommen (Kurve mit Rautenpunkten), so dass die Person nun eine Relativgeschwindigkeit zur Kabine von vrel = +vmax hat (Kurve mit Quadratpunkten). Nach der Reaktionszeit T = 1s (bei t=2s) hat die Person die Grenze ihrer Standfestigkeit bei der Relativposition D/2 gerade erreicht und bremst gerade noch rechtzeitig die Relativgeschwindigkeit sofort auf vrel = 0 ab. Sofort beginnt die Person jedoch auch, ihre Position wieder auf die Mittelposition zurückzuregeln, was T = 1s (bis t=3s) in Anspruch nimmt, und daher wegen des gleichen Weges auch mit derselben Geschwindigkeit vrel = -vmax stattfinden muss. Dort bremst sie sofort wieder auf vrel = 0 ab, und kommt dort für einen Augenblick mit dem Schwerpunkt in der Mitte zwischen den Füßen zur Ruhe. Da nun aber die nächste Stufe der Bremsung beginnt, startet auch der Regelvorgang der Person von neuem. Das Integral unter der Kurve vrel ist Null, was anzeigt, dass der relative Weg zwischen der Kabine und der Person am Ende Null ist, die Person sich also im Mittel relativ zur Kabine nicht bewegt hat.At time t = 1s the first braking of the car is made by Δv = -vmax = -0.25 m / s (curve with diamond points), so that the person now has a relative speed to the cabin of vrel = + vmax (curve with square points). After the reaction time T = 1s (at t = 2s), the person has just reached the limit of their stability at the relative position D / 2 and brakes the relative speed immediately to vrel = 0 in time. Immediately, however, the person begins to regain their position back to the middle position, which takes T = 1s (to t = 3s), and therefore because of the same path must also take place at the same speed vrel = -vmax. There she decelerates immediately to vrel = 0, and comes to rest there for a moment with the center of gravity in the middle between her feet. But now that the next stage of braking begins, the person's control process starts again. The integral below the curve vrel is zero, indicating that the relative path between the car and the person at the end is zero, so the person has not moved on average relative to the car.
Statt der geschilderten stufigen Bremsung kann mit gleichem Endergebnis eine kontinuierliche Bremsung mit einer endlichen Beschleunigung a durchgeführt werden. Für den Fall, dass man diese Beschleunigung so wählt, dass sie der gesamten Geschwindigkeitsänderung und der gesamten Zeitdauer der mehrstufigen Bremsung entspricht, ergibt sich das Diagramm aus
Unter diesen Annahmen ergibt sich wieder, dass das Integral der Relativgeschwindigkeit jeweils zu Beginn, und am Ende und ferner natürlich über den gesamten Vorgang Null ergibt, und damit der Tatsache Rechnung trägt, dass jedes Mal der Schwerpunkt der Person wieder in die Mittelposition zurückkehrt.Under these assumptions, it follows again that the integral of the relative velocity at the beginning, and at the end and, of course, over the entire process is zero and reflects the fact that each time the center of gravity of the person returns to the middle position.
Es fällt auf, dass trotz der gleichen mittleren Beschleunigung wie im Fall der Stufenbremsung sowohl die Relativgeschwindigkeiten kleiner sind, als auch die Flächen/Integrale unter der Relativgeschwindigkeitskurve und damit die Relativwege. Somit wird an der Umkehrposition der Personenbewegung noch gar nicht die Stabilitätsgrenze (Kippen über den einen Fuß) erreicht sein. Vielmehr ist es so, dass gegenüber einer Stufenbremsung die beschriebene kontinuierliche Bremsung einen viel günstigeren Fall darstellt, da hier wesentlich höhere mittlere Verzögerungen gewählt werden können, bis die Person an die Stabilitätsgrenze gedrängt wird.It is noticeable that, in spite of the same average acceleration as in the case of step braking, both the relative speeds are smaller and the areas / integrals below the relative speed curve and thus the relative paths. Thus, at the reversal position of the movement of persons, the stability limit (tilting over the one foot) has not yet been reached. Rather, it is such that compared to a stage braking the continuous braking described is a much cheaper case, since much higher average delays can be chosen here until the person is pushed to the stability limit.
Wie bereits oben erläutert, ergibt sich für die maximale Beschleunigung amax:
- 11
- erster Transportwegfirst transport route
- 22
- zweiter Transportwegsecond transport route
- 33
- Kabinecabin
- 44
- Signalgebersignaler
- 55
- optisches Signaloptical signal
- 66
- optisches Signaloptical signal
- 77
- Personperson
- 88th
- UmsetzeinrichtungTranscriber
- 99
- Schachtshaft
- 1010
- Aufzugsystemelevator system
- TT
- durchschnittliche Reaktionszeitaverage reaction time
- DD
- durchschnittliche Standbreiteaverage stand width
- SS
- Schwerpunktmain emphasis
Claims (15)
- An elevator system (10) having a cabin (3) and a first and a second transport path (1; 2) for said cabin (3), wherein the direction of the first transport path (1) differs from that of the second transport path (2),
characterized in that
in or on the cabin (3) a signaling device (4) is located, which displays a change of the cabin from the first transport path (1) into the second transport path (2) and/or vice versa. - The elevator system as claimed in claim 1, characterized in that the signaling device (4) is a signaling device for optical and/or acoustic signals.
- The elevator system as claimed in claim 2, characterized in that the signaling device (4) indicates an optical signal (5) displaying at least one of the transport paths (1; 2).
- The elevator system as claimed in any of claims 1 to 3, characterized in that the signaling device (4) indicates the change of the transport paths (1; 2) for a specified time period before the change of direction taking place.
- The elevator system as claimed in claim 4, characterized in that the specified time period is at least equal to the average response time (T) of a person (7) in the cabin (3).
- The elevator system as claimed in claim 4 or 5, characterized in that the specified time period is no greater than the time that the cabin (3) requires to travel between two stops of the elevator system (10).
- The elevator system as claimed in any of the previous claims, characterized in that the direction of the first transport path (1) runs vertically and the direction of the second transport path (2) runs horizontally.
- A method for operating an elevator system (10) having a cabin (3), which is moved along a first and a second transport path (1; 2), wherein the direction of the first transport path (1) differs from that of the second transport path (2), characterized in that a change of the cabin (3) from the first transport path (1) into the second transport path (2) and/or vice versa is indicated by means of a signal (5,6).
- The method as claimed in claim 8, characterized in that the change in the transport paths (1; 2) is already indicated for a specified time period before the change of direction taking place.
- The method as claimed in claim 9, characterized in that the specified time period is at least equal to the average response time (T) of persons (7) using the elevator system (10).
- The method as claimed in claim 9 or 10, characterized in that the specified time period is no greater than the time that the cabin (3) requires to travel between two stops of the elevator system (10).
- The method as claimed in any of claims 8 to 11, characterized in that the maximum velocity of the cabin (3) is limited to a predetermined value (Vmax).
- The method as claimed in claim 12, characterized in that the predetermined value of the maximum velocity (Vmax) is approximately D/(2T), where D is the average stance width and T is the average response time of persons (7) using the elevator system (10).
- The method as claimed in any of Claims 8 to 13, characterized in that the maximum acceleration of the cabins (3) is limited to a predetermined value (amax).
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EP18177005.8A EP3403968B1 (en) | 2014-11-26 | 2015-11-13 | Elevator system |
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DE102014117373.2A DE102014117373A1 (en) | 2014-11-26 | 2014-11-26 | elevator system |
PCT/EP2015/076541 WO2016083159A1 (en) | 2014-11-26 | 2015-11-13 | Elevator system |
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US (1) | US20180327217A1 (en) |
EP (2) | EP3403968B1 (en) |
KR (1) | KR102174115B1 (en) |
CN (1) | CN107428497B (en) |
BR (1) | BR112017010954B1 (en) |
CA (1) | CA2966722C (en) |
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DE102017202893A1 (en) | 2017-02-22 | 2018-08-23 | Thyssenkrupp Ag | Elevator installation and method for operating an elevator installation |
DE102017219744A1 (en) | 2017-11-07 | 2019-05-09 | Thyssenkrupp Ag | Passenger conveying device with monitoring device |
DE102018214251B3 (en) | 2018-08-23 | 2020-01-09 | Thyssenkrupp Ag | elevator system |
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BR112017010954B1 (en) | 2022-08-16 |
KR102174115B1 (en) | 2020-11-05 |
CA2966722C (en) | 2020-01-28 |
KR20170087504A (en) | 2017-07-28 |
EP3403968A1 (en) | 2018-11-21 |
US20180327217A1 (en) | 2018-11-15 |
DE102014117373A1 (en) | 2016-06-02 |
WO2016083159A9 (en) | 2017-07-13 |
EP3224173A1 (en) | 2017-10-04 |
BR112017010954A2 (en) | 2018-02-14 |
EP3403968B1 (en) | 2020-03-25 |
ES2687462T3 (en) | 2018-10-25 |
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WO2016083159A1 (en) | 2016-06-02 |
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