阅读说明：本技术 用于操作电梯的解决方案 (Solution for operating an elevator ) 是由 M·维加南 H·文林 A·滕雨南 A·卡里奥尼米 M·帕维埃南 于 2020-04-23 设计创作，主要内容包括：本公开的实施例涉及用于操作电梯的解决方案。本发明涉及用于操作电梯系统的方法。方法包括：接收将电梯轿厢驱动到目的地的请求；以及生成电梯轿厢运动曲线以为所接收的请求提供服务。电梯轿厢运动曲线包括电梯轿厢的至少以下运动参数：加速度、最大速度和减速度。所生成的电梯轿厢运动曲线中的电梯轿厢的最大速度和电梯轿厢的减速度中的至少一个是基于目的地来限定的。本发明还涉及被配置为至少部分地执行方法的处理单元和电梯系统。(Embodiments of the present disclosure relate to solutions for operating elevators. The invention relates to a method for operating an elevator system. The method comprises the following steps: receiving a request to drive an elevator car to a destination; and generating an elevator car motion profile to service the received request. The elevator car motion curve comprises at least the following motion parameters of the elevator car: acceleration, maximum speed, and deceleration. At least one of a maximum speed of the elevator car and a deceleration of the elevator car in the generated elevator car motion profile is defined based on the destination. The invention also relates to a processing unit and an elevator system configured to perform the method at least partly.)

1. A method for operating an elevator system (200), the method comprising:

-receiving (310) a request to drive the elevator car (202) to a destination, and

-generating (320) an elevator car motion curve (402, 404) to serve the received request, the elevator car motion curve (402, 404) comprising at least the following motion parameters of the elevator car (202): the acceleration, the maximum speed and the deceleration,

wherein at least one of the maximum speed of the elevator car (202) and the deceleration of the elevator car (202) in the generated elevator car motion profile (402, 404) is defined based on the destination.

2. The method of claim 1, wherein if the destination is an extreme destination, the maximum speed of the elevator car (202) in the generated elevator car motion profile (402, 404) is lower than the maximum speed of the elevator car (202) in the generated elevator car motion profile (402, 404) if the destination is any destination other than the extreme destination.

3. The method of any of the preceding claims, wherein if the destination is an extreme destination, the maximum deceleration of the elevator car (202) in the generated elevator car motion profile (402, 404) is lower than the maximum deceleration of the elevator car (202) in the generated elevator car motion profile (402, 404) if the destination is any destination other than the extreme destination.

4. The method of any of the preceding claims, wherein the maximum speed and/or the deceleration of the elevator car (202) in the generated elevator car motion profile (402, 404) is specific to each destination.

5. The method of any of the preceding claims, further comprising controlling (330) an elevator crane such that the elevator car speed coincides with the generated elevator car motion profile (402, 404).

6. The method of any of the preceding claims, further comprising monitoring movement of the elevator car (202) or movement of a counterweight (216), and triggering one or more safety brakes to stop the movement of the elevator car (202) and the counterweight (216) in response to detecting that a speed of the elevator car (202) or a speed of the counterweight (216) exceeds an overspeed threshold.

7. A processing unit comprising one or more processors (702) and one or more memories (704), the one or more memories (704) comprising instructions that, when executed by the one or more processors (702), cause the processing unit to perform:

-receiving a request to drive an elevator car (202) to a destination, and

-generating an elevator car motion curve (402, 404) to serve the received request, the elevator car motion curve (402, 404) comprising at least the following motion parameters of the elevator car (202): the acceleration, the maximum speed and the deceleration,

wherein at least one of the maximum speed of the elevator car (202) and the deceleration of the elevator car (202) in the generated elevator car motion profile (402, 404) is defined based on the destination.

8. The processing unit of claim 7, wherein if the destination is an extreme destination, a maximum speed of the elevator car (202) in the generated elevator car motion profile (402, 404) is lower than a maximum speed of the elevator car (202) in the generated elevator car motion profile (402, 404) if the destination is any destination other than the extreme destination.

9. The processing unit of any of claims 7 or 8, wherein if the destination is an extreme destination, the maximum deceleration of the elevator car (202) in the generated elevator car motion profile (402, 404) is lower than the maximum deceleration of the elevator car (202) in the generated elevator car motion profile (402, 404) if the destination is any destination other than the extreme destination.

10. The processing unit of any of claims 7 to 9, wherein the maximum speed and/or the maximum deceleration of the elevator car (202) in the generated elevator car motion profile (402, 404) is specific for each destination.

11. The processing unit of any of claims 7 to 10, further configured to control an elevator crane such that the elevator car speed coincides with the generated elevator car motion curve (402, 404).

12. The processing unit according to any one of claims 7 to 11, wherein the processing unit is one of: an elevator control unit (204), a drive unit (206), a combined processing entity comprising the drive unit (206) and at least a part of the elevator control unit (204).

13. A computer program comprising instructions for causing a processing unit according to any of claims 7 to 12 to perform the method according to claims 1 to 5.

14. A computer readable medium having stored thereon a computer program according to claim 13.

15. An elevator system (200), comprising:

at least one elevator car (202), and

a processing unit according to any of claims 7 to 12.

16. The elevator system (200) of claim 15, further comprising an electronic overspeed monitoring device comprising:

a safety controller (502) communicatively connected to the elevator car (202) or to a counterweight (216) via a safety data bus,

-one or more brake control units,

one or more safety brakes comprising a triggering element connected to the one or more brake control units,

an absolute positioning system configured to continuously provide information representative of movement of the elevator car (202) or movement of the counterweight (216) and communicatively connected to the safety controller (502) via the secure data bus,

Wherein the security controller (502) is configured to:

-obtaining information representing movement of the elevator car (202) or movement of the counterweight (216) from the absolute positioning system,

-monitoring the movement of the elevator car (202) or the movement of the counterweight (216), and

-if it is detected that the speed of the elevator car (202) or the counterweight (216) meets an overspeed threshold, triggering one or more safety brakes to stop the movement of the elevator car (202) and the counterweight (216).

Technical Field

The present invention generally relates to the technical field of elevators. In particular, the invention relates to the safety of elevators.

Background

The elevator comprises an elevator car, an elevator controller and a crane. The elevator car is driven by a crane by means of hoisting ropes, which run via the traction sheave of the crane. An elevator controller generates a motion profile of an elevator car. The elevator car is driven between landings according to the generated motion profile. One example of an elevator car motion profile 100 is illustrated in fig. 1, where the elevator car first accelerates from a starting landing 102 to a constant maximum speed (also referred to as a maximum rated speed) and then decelerates from the maximum speed to smoothly stop to a destination landing 104. Typically, the speed of the elevator car is limited to a speed limit, which typically corresponds to a maximum speed with a safety factor sf added (e.g. the speed limit may be 115% of the maximum speed). The speed limit is illustrated in fig. 1 by means of a dashed line 106. The speed limit 106 is constant along the entire hoistway.

The elevator also includes a safety device (e.g., a safety buffer) disposed in a pit of the hoistway. The safety device is dimensioned to absorb the kinetic energy of the elevator car moving at maximum speed. Furthermore, a separate buffer may be provided in the pit to absorb the kinetic energy of the counterweight.

The elevator also comprises a hoisting machinery brake, which can be opened or closed to brake the movement of the elevator crane and thus also the movement of the elevator car. Furthermore, the elevator comprises an overspeed governor, which actuates the hoisting machinery brake to stop the elevator car if the speed of the elevator car exceeds a speed limit (e.g. 115% of the maximum speed of the elevator car). Further, if the speed of the elevator car exceeds a second speed limit (corresponding to a maximum speed that increases a higher safety factor, e.g., the second speed limit may be 130% of the maximum speed), the overspeed governor mechanically actuates a safener (e.g., a safety gear of the elevator car) to stop movement of the elevator car. Thus, causing overspeed governor activation can include two phases, a first actuation phase for a small overspeed (e.g., 115% of maximum speed) and a second actuation phase for a large overspeed (e.g., 130% of maximum speed).

Typically, when there are several elevator cars with different maximum speeds traveling in different hoistways of the same building, each elevator car includes a different overspeed governor with different triggering limits and a different pit safety device (e.g., of different size and construction). Because the size of the pit safety equipment affects the depth of the pit, it is desirable to have different depths of the pit in the same building.

Disclosure of Invention

The following presents a simplified summary in order to provide a basic understanding of some aspects of various invention embodiments. This summary is not an extensive overview of the invention. It is intended to neither identify key or critical elements of the invention nor delineate the scope of the invention. The following summary merely presents some concepts of the invention in a simplified form as a prelude to a more detailed description of exemplary embodiments of the invention.

It is an object of the invention to provide a method, a processing unit, a computer program, a computer-readable medium and an elevator system for operating an elevator system. Another object of the invention is to enable a method, a processing unit, a computer program, a computer-readable medium and an elevator system for operating an elevator system to enable different elevator car motion profiles for one elevator car in different operating situations.

The object of the invention is achieved by a method, a processing unit, a computer program, a computer readable medium and an elevator system as defined in the independent claims.

According to a first aspect, a method for operating an elevator system is provided, wherein the method comprises: receiving a request to drive an elevator car to a destination; and generating an elevator car motion profile to service the received request, the elevator car motion profile comprising at least the following motion parameters of the elevator car: acceleration, maximum speed and deceleration (deceleration), wherein at least one of the maximum speed of the elevator car and the deceleration of the elevator car in the generated elevator car motion curve is defined based on the destination.

If the destination is an extreme destination, the maximum speed of the elevator car in the generated elevator car movement curve may be lower than the maximum speed of the elevator car in the generated elevator car movement curve in case the destination is any destination other than the extreme destination.

Alternatively or additionally, if the destination is an extreme destination, the maximum deceleration of the elevator car in the generated elevator car motion curve may be lower than the maximum deceleration of the elevator car in the generated elevator car motion curve in case the destination is any destination other than the extreme destination.

The maximum speed and/or the maximum deceleration of the elevator car in the generated elevator car motion profile may be specific for each destination.

The method may further comprise controlling the elevator crane such that the elevator car speed coincides with the generated elevator car motion curve.

The method may further include monitoring movement of the elevator car or movement of the counterweight and, in response to detecting that the speed of the elevator car or the speed of the counterweight exceeds an overspeed threshold, triggering one or more safety brakes to stop movement of the elevator car and the counterweight.

According to a second aspect, there is provided a processing unit, wherein the processing unit comprises one or more processors and one or more memories comprising instructions which, when executed by the one or more processors, cause the processing unit to perform: receiving a request to drive an elevator car to a destination; and generating an elevator car motion profile to service the received request, the elevator car motion profile comprising at least the following motion parameters of the elevator car: acceleration, maximum speed and deceleration, wherein at least one of the maximum speed of the elevator car and the deceleration of the elevator car in the generated elevator car motion profile is defined based on the destination.

If the destination is an extreme destination, the maximum speed of the elevator car in the generated elevator car movement curve may be lower than the maximum speed of the elevator car in the generated elevator car movement curve in case the destination is any destination other than the extreme destination.

Alternatively or additionally, if the destination is an extreme destination, the maximum deceleration of the elevator car in the generated elevator car motion curve may be lower than the maximum deceleration of the elevator car in the generated elevator car motion curve in case the destination is any destination other than the extreme destination.

The maximum speed and/or the maximum deceleration of the elevator car in the generated elevator car motion profile may be specific for each destination.

The processing unit may be further configured to control the elevator crane such that the elevator car speed coincides with the generated elevator car motion curve.

The processing unit may be one of the following: elevator control unit, drive unit, combined processing entity comprising at least a part of the drive unit and the elevator control unit.

According to a third aspect, a computer program is provided, wherein the computer program comprises instructions for causing the processing unit to perform the method.

According to a fourth aspect, a computer-readable medium is provided, having the above-mentioned computer program stored thereon.

According to a fifth aspect, an elevator system is provided, wherein the elevator system comprises: at least one elevator car, and a processing unit as described above.

The elevator system may further comprise an electronic overspeed monitoring device comprising: a safety controller communicatively connected to the elevator car or to the counterweight via a safety data bus; one or more brake control units; one or more safety brakes comprising a triggering element connected to one or more brake control units; an absolute positioning system configured to continuously provide information indicative of movement of the elevator car or movement of the counterweight and communicatively connected to the safety controller via the secure data bus, wherein the safety controller may be configured to: the method comprises the steps of obtaining information indicative of movement of the elevator car or movement of the counterweight from an absolute positioning system, monitoring movement of the elevator car or movement of the counterweight, and triggering one or more safety brakes to stop movement of the elevator car (202) and counterweight if the speed of the elevator car or counterweight is detected to meet a (meet) overspeed threshold.

The various exemplary and non-limiting embodiments of this invention, their methods of construction and operation, together with additional objects and advantages thereof, will be best understood from the following description of specific exemplary and non-limiting embodiments when read in connection with the accompanying drawings.

The verbs "comprise" and "comprise" are used in this document as open-ended limitations that neither exclude nor require the presence of unrecited features. The features recited in the dependent claims may be freely combined with each other, unless explicitly stated otherwise. Furthermore, it should be understood that the use of "a" or "an" (i.e., singular forms) throughout this document does not exclude a plurality.

Drawings

Embodiments of the invention are illustrated by way of example, and not by way of limitation, in the figures of the accompanying drawings.

Fig. 1 schematically illustrates one example of a movement curve of an elevator car according to the prior art.

Fig. 2 schematically illustrates an example of an elevator system according to the invention.

Fig. 3A schematically illustrates an example of a method according to the invention.

Fig. 3B schematically illustrates another example of a method according to the invention.

Fig. 4 schematically illustrates an example of a movement curve of an elevator car according to the invention.

Fig. 5 schematically illustrates one example implementation of an electronic overspeed monitoring apparatus in an elevator system according to the invention.

Fig. 6 schematically illustrates an example of a trigger limit according to the present invention.

Fig. 7 schematically illustrates an example of a processing unit according to the invention.

Detailed Description

Fig. 2 schematically illustrates an example of an elevator system 200 according to the invention, in which an embodiment of the invention can be implemented as will be described. The elevator system 200 may comprise at least one elevator car 202, an elevator control unit 204, a drive unit 206 and an elevator crane. The example elevator system shown in fig. 2 is a conventional rope-based elevator system 200, the elevator system 200 including hoisting ropes 218 or belts for carrying (i.e., suspending) an elevator car 202. The belt may include a plurality of hoisting ropes 218 that travel within the belt. To carry the elevator car 202, ropes 218 may be arranged from the elevator car 202 through a sheave (i.e., traction sheave) of the crane to the counterweight 216. In the one-to-one (1:1) roping ratio (roping) shown in fig. 2, the elevator car 202 can be disposed at one end of the rope 218 and the counterweight 216 can be disposed at the other end of the rope 218. In the following steps of 1: at 1 roping ratio, the elevator car 202, counterweight 216, and hoisting rope 218 all travel at the same speed. Alternatively, in a two-to-one (2: 1) rope ratio, one end of the hoisting rope 218 passes from a dead-angle hitch disposed at the top terminal of the hoistway 208, down to below the elevator car pulley(s) (i.e., the traction sheave(s) of the elevator car), up above the traction sheave of the crane, down around the counterweight pulley(s) (i.e., the counterweight traction sheave), and up to another dead-angle hitch disposed at the top terminal of the hoistway 208a, 208 b. In a 2:1 roping ratio, the speed of the elevator cars 202a, 202b and the counterweights 220a, 220b is half the speed of the hoisting ropes. In addition, one or more diverting pulleys may be used to guide the hoisting ropes 218 to the elevator car 202 and/or the counterweight 216. For example, the counterweight 216 may be a metal can with a ballast that weighs approximately 40% to 50% of the weight of the fully loaded elevator car 202. The drive unit 206 is configured to control an elevator crane to drive the elevator car 202 along an elevator hoistway 208 between landings 210a-210 n. The elevator control unit 204 is configured to control, at least in part, the operation of the elevator system 200, e.g., the elevator control unit 204 may control the drive unit 206 to drive the elevator car 202. If the elevator system 200 comprises a machine room, the elevator control unit 204 can be arranged in the machine room of the elevator system 200. The machine room (i.e., the motor room) may reside above the hoistway 208, at the bottom of the hoistway 208, or in the middle of a building adjacent to the hoistway 208. Alternatively, the elevator control unit 204 may be arranged to one landing (e.g. to the frame of the landing door at said one landing). In particular, the elevator control unit 204 can be arranged to one landing in case the elevator system 200 is implemented as a machine room free elevator system, but the elevator control unit 204 can also be arranged to one landing in case the elevator system comprises a machine room. Alternatively, the elevator control unit 204 may be implemented as an external control unit (e.g., the external control unit resides in a technical room adjacent to the elevator system 200 within the same building, or within a different building than the elevator system 200) or as a remote server (e.g., a cloud server or any other external server). In the example elevator system 200 of fig. 2, an elevator control unit is disposed to the topmost landing 210 n. The drive unit 206 may be disposed, for example, in a hoistway 208 (as in an overhead structure of the hoistway 208 in the example elevator system 200 shown in fig. 2). The drive unit 206 controls the elevator crane by supplying power from the mains to the motor 212 of the elevator crane, thereby driving the elevator car 202. The elevator control unit 204 and the drive unit 206 may be implemented as separate entities. Alternatively, the elevator control unit 204 and the drive unit 206 may be implemented at least partly as a combined entity. The elevator system also comprises a hoisting machinery brake 214 for stopping the movement of the elevator car 202.

According to another example of the invention, the elevator system 200 may be a non-rope based elevator system. In non-rope based elevator systems, instead of using hoisting ropes, the propulsion of the elevator car 202 may be provided in a ropeless manner using motors (e.g., linear motors, track and pinion motors, etc.) acting directly on the elevator car 202.

Next, the different embodiments of the invention are described primarily with reference to a conventional rope-based elevator system (e.g., the example elevator system 200 of fig. 2), but the invention is not limited to only conventional rope-based elevator systems, and the embodiments of the invention described in this application can also be implemented in non-rope based elevator systems.

Next, an example of a method for operating an elevator according to the invention is described with reference to fig. 3A. Fig. 3A schematically illustrates a flow chart of the present invention. At step 310, the processing unit receives a request (e.g., a service request) to drive the elevator car 202 to a destination. The processing unit comprises an elevator control unit 204, a drive unit 206 or a combined processing entity comprising the drive unit 206 and at least part of the elevator control unit 204. The processing unit may receive a request from the calling device in response to a user interaction (e.g., a user pressing an elevator user interface button). The elevator call device can be a car operating panel disposed inside the elevator car 202 for generating a request to drive the elevator car 202 to a destination landing. Alternatively or additionally, the call device can be a landing call panel arranged to each landing 210a-210n for generating a request to drive an elevator car to the landing 210a-210n, the landing call panel from which the request is generated residing in that landing. Alternatively or additionally, the calling device may also be a mobile terminal device (e.g. a mobile phone or a tablet computer) configured to communicate with the processing unit. If the processing unit comprises a drive unit 206, the drive unit 206 may receive a request from a calling device via the elevator control unit 204.

At step 320, in response to receiving the request, the processing unit is configured to generate an elevator car motion profile to service the received request. The elevator car motion curve comprises at least the following motion parameters of the elevator car: acceleration, maximum speed, and deceleration. The processing unit defines at least one of a maximum speed of the elevator car and a deceleration of the elevator car in the generated elevator car motion curve based on the destination. In addition, the position of the elevator car can be taken into account when generating the elevator car movement curve, so that an elevator car following the elevator car movement curve will stop at the correct position at the destination.

If the destination is an extreme destination, the maximum speed of the elevator car 202 in the generated elevator car motion curve may be lower than the maximum speed of the elevator car 202 in the generated elevator car motion curve in any destination situation where the destination is other than an extreme destination. This allows a higher maximum speed to be used for elevator cars 202 that are configured to drive to destinations other than the extreme destination. The extreme destination may be the topmost landing (e.g., landing 210n in FIG. 2) or the bottommost landing (e.g., landing 210a in FIG. 2). Alternatively or additionally, if the destination is an extreme destination, the maximum deceleration of the elevator car 202 in the generated elevator car motion curve is lower than the maximum deceleration of the elevator car 202 in the generated elevator car motion curve in case the destination is any other destination than the extreme destination. When the deceleration of the elevator car 202 begins, the deceleration gradually increases first from zero to a maximum deceleration value, and then gradually decreases from the maximum deceleration back to zero when the elevator car 202 reaches the destination landing. This allows the deceleration of the elevator car to be unchanged abruptly, which may be uncomfortable for the passengers. According to an example embodiment of the invention, the elevator system may be provided with high-friction hoisting ropes that enable a higher maximum deceleration to destinations other than extreme destinations. In this case, the higher maximum deceleration may be, for example, 1m/s ²To 1.35m/s²(1m/s²-1,35m/s²). Thus, the lower maximum deceleration to an extreme destination may be, for example, 0.7m/s²-to 1m/s². The high friction hoisting rope may be a rope or a belt with a high friction coating, e.g. a polyurethane coating. Without a high friction coating, the rope may start to slip on the traction sheave at a higher maximum deceleration.

The invention is such that when the elevator car 202 leaves from an extreme destination, the maximum speed of the elevator car 202 may be higher than when the elevator car 202 is approaching said extreme destination, e.g. the maximum speed of the elevator car approaching the extreme destination may be 1m/s and the speed of the elevator car leaving said extreme destination may be 2.5 m/s. In other words, the maximum speed of the elevator car 202 near the extreme destination may be different depending on the direction of movement of the elevator car 202. Alternatively or additionally, the acceleration of the elevator car 202 leaving the extreme destination may be higher than the deceleration of the elevator car 202 approaching the extreme destination. Fig. 4 illustrates some non-limiting examples of elevator car movement curves according to the invention. In the example of fig. 4, the processing unit is first configured to generate a first elevator car motion profile 402 in response to receiving a request to drive the elevator car 202 to the topmost landing 210 n. The starting landing for the first elevator motion profile 402 is the bottommost landing 210 a. Next, the processing unit is configured to generate a second elevator car motion profile 404 in response to receiving a second request to drive the elevator car 202 to a second bottommost landing 210 b. The starting landing for the second elevator motion profile 404 is the topmost landing 210 n. As can be seen in fig. 4, the maximum speed of the elevator car 202 in the second elevator car motion curve 404 is higher than the maximum speed of the elevator car 202 in the first elevator car motion curve 402. Furthermore, the acceleration of the elevator car 202 in the second elevator car motion curve 404 is higher than the deceleration of the elevator car 202 in the first elevator car motion curve 402. Furthermore, the deceleration of the elevator car 202 in the second elevator car motion curve 404 is higher than the deceleration of the elevator car 202 in the first elevator car motion curve 404. By defining deceleration below acceleration in the extreme destination, it can be ensured that the speed, and thus kinetic energy, of the approaching elevator car 202 in the vicinity of the end of the hoistway is relatively small, thereby ensuring that the speed of the elevator car can be decelerated sufficiently before hitting the pit safety equipment 220 (e.g., a safety buffer, arranged in the pit of the hoistway 208).

According to an example embodiment of the invention, in the generated elevator car motion curve the maximum speed of the elevator car 202 and/or the maximum deceleration of the elevator car 202 may be specific (i.e. individually for each destination, not only for extreme destinations). This allows the maximum speed of the elevator car 202 and/or the maximum deceleration of the elevator car 202 to be defined differently for each destination.

The method according to an example embodiment of the invention may further comprise controlling 330 the elevator crane such that the speed of the elevator car 202 coincides with the generated elevator car motion profile. The drive unit 206 provides power to the motor 212 of the crane to drive 206 the elevator car 202 according to the generated elevator car motion profile. If the processing unit comprises the elevator control unit 204 (i.e. the elevator control unit 204 is configured to generate a motion profile), the processing unit is configured to control the elevator crane such that the speed of the elevator car 202 coincides with the generated elevator car motion profile indirectly via the drive unit 206. The method may comprise providing 340 the generated elevator car motion profile to the drive unit 206, the drive unit 206 subsequently controlling the elevator crane such that the speed of the elevator car 202 coincides with the generated elevator car motion profile, as shown in the example of the method according to the invention of fig. 3B.

According to an example embodiment of the present invention, the method may further comprise: movement of the elevator car 202 or movement of the counterweight 216 is monitored, and in response to detecting that the speed of the elevator car 202 or the speed of the counterweight 216 exceeds an overspeed threshold, one or more safety brakes (i.e., the hoist machinery brake 214 and/or the elevator car brake) are triggered to stop movement of the elevator car 202 and the counterweight 216. The overspeed threshold is a continuous curve that decreases toward the pit of the hoistway and/or the overhead structure in the top end terminal of the hoistway 208 such that the triggering occurs at a lower speed as the elevator car 202 approaches the pit and/or overhead structure. In other words, the overspeed threshold varies as a function of the position of the elevator car 202 within the hoistway 208 such that the overspeed threshold near the pit 606 and/or overhead structure is lower than the overspeed threshold in a middle portion of the hoistway 208, thereby enabling efficient, safe overspeed monitoring of the elevator car 202, which elevator car 202 travels according to different elevator car motion profiles 402, 404, which different elevator car motion profiles 402, 404 are generated based on the destination landing for the same elevator car. Monitoring the movement of the elevator car 202 or the movement of the counterweight 216 by means of an electronic overspeed monitoring device will be described later in this application.

Above, the invention has been described mainly with reference to a method for operating an elevator system, but the invention also relates to an elevator system 200, which elevator system 200 comprises at least one elevator car 202 and a processing unit configured to perform one or more of the method steps described above.

The elevator system 200 according to the invention can also comprise an electronic overspeed monitoring apparatus for monitoring the movement of the elevator car 202 or the movement of the counterweight 216. The electronic overspeed monitoring apparatus can include a safety controller 502 communicatively connected to the elevator car 202 via a safety data bus, and an absolute positioning system. As shown in fig. 5, the secure data bus may run within the mobile cable 503. Alternatively, the secure data bus may be implemented wirelessly (e.g., via electromagnetic radio signals). The electronic overspeed monitoring apparatus can be used for safety elevator operation in the vicinity of at least one extreme destination. The electronic overspeed monitoring device also comprises one or more brake control units and one or more safety brakes. The one or more safety brakes may include a hoisting machinery brake 214 of the elevator system 200 and/or an elevator car brake (not shown in fig. 5) arranged to the elevator car 202.

The elevator car 202 may comprise a first brake control unit for controlling the elevator car brakes. The first brake control unit is connected to the elevator car brake via a cable. The elevator car brake is a holding brake for holding the elevator car 202 each time the elevator car 202 stops to a landing. The elevator car brake engages against the guide rails of the elevator car 202 in a fork-like manner. The elevator car brake comprises a triggering element connected to a first brake control unit. The triggering element of the elevator car brake can comprise e.g. an electromagnet. Alternatively, the triggering element of the elevator car brake may comprise a linear actuator (e.g. a spindle motor). In the case of a hydraulic or pneumatic brake, the triggering element of the elevator car brake can comprise an electrically controllable valve. Each time the elevator car 202 stops at a landing, the elevator car brake is closed and when the elevator car 202 starts moving again, e.g. according to a newly generated elevator car motion profile, the elevator car brake is switched off. Elevator car brakes are used in particular in mid-high (mid-rise) and super-high (high-rise) elevator systems. In a low-rise elevator system the hoisting machinery brake 214 may be sufficient to hold the brake, but the elevator brake can also be used in a low-rise elevator system. Mid-high and super-high elevator systems are implemented in high buildings (e.g., traveling heights above 15-100 meters), e.g., including a large number of landings, and low-rise elevator systems are implemented in lower buildings (e.g., traveling heights up to 15 meters), which include fewer landings. The safety controller 502 may be disposed to one landing 210a-210n (to the frame of the landing door at the one landing 210a-210 n).

The drive unit 206 may comprise a second brake control unit for controlling the hoisting machinery brake 214. The hoisting machinery brake 214 comprises a triggering element connected to the brake control unit. The trigger element may comprise an electromagnet, for example. The hoist mechanical brake 214 may be switched on (exposed) when the brake control unit supplies current to the triggering element, and the hoist mechanical brake 214 may be switched off (closed) when the current supply to the triggering element is interrupted. The second brake control unit is connected to the triggering element of the hoisting machinery brake 214 via a cable.

The safety controller 502 may be configured to monitor movement of the elevator car 202 or counterweight 216 near at least one extreme destination (e.g., within a portion of the elevator hoistway 208) where the speed of the elevator car 202 or counterweight 216 approaching an overhead structure in a pit of the elevator hoistway 208 and/or a top end terminal of the hoistway 208 decelerates from a maximum speed. The safety controller 502 can receive information from the absolute elevator positioning system indicative of movement of the elevator car 202 or counterweight 216. The absolute positioning system may include an encoder and a door zone sensor system and is communicatively connected to the security controller 502 via a secure data bus.

The encoder may be configured to continuously provide position information of the elevator car 202 or counterweight 216. An encoder may be arranged to the elevator car 202 in association with elevator car pulley(s) or at least one guide roller (i.e., guide shoe) interposed between the elevator car 202 and the guide rails to provide continuous position information of the elevator car 202. Alternatively, an encoder may be associated with the governor sheave of the mechanical overspeed governor to provide continuous position information of the elevator car 202. In addition to the electronic overspeed monitoring apparatus configured to perform overspeed monitoring, the elevator car 202 may also be provided with a mechanical overspeed governor (OSG). An overspeed governor can be disposed inside the hoistway 208. The overspeed governor can include a governor sheave (i.e., a sheave) that is rotated by a governor rope, the governor rope forming a closed loop and coupled to the elevator car 202 such that the governor rope moves with the elevator car 202 at the same speed, i.e., the rotational speed of the governor sheave corresponds to the speed of the elevator car 202. The governor sheave can, for example, be arranged at the upper end of the governor rope loop. Alternatively, the encoder may be arranged to the counterweight 216 in association with counterweight pulley(s) or at least one second guide roller interposed between the counterweight 216 and the second guide rail to provide continuous position information of the counterweight 216. At least one first guide rail is disposed vertically in the hoistway to guide and direct a path of travel of the elevator car 202. At least one guide roller may be interposed between the elevator car 202 and the first guide rail to ensure that lateral movement of the elevator car 202 is kept to a minimum as the elevator car 202 travels along the first guide rail. Further, a second guide rail may be vertically disposed in the hoistway 208 to guide and guide the travel path of the counterweight 216. At least one guide roller may be interposed between the counterweight 216 and the second rail to ensure that lateral movement of the counterweight 216 is kept to a minimum as the counterweight 510 travels along the second rail. The encoder may be a magnetic encoder (e.g., an orthogonal sensor such as a hall sensor) that includes a magnetic wheel (e.g., a magnetic ring) mounted concentrically with an elevator car sheave, a counterweight sheave, a guide roller, or a governor sheave of an overspeed governor. The encoder may be configured to measure incremental pulses from the rotating magnet wheel to provide position information of the elevator car 202 or counterweight 216. The position information may be continuously obtained regardless of the position of the elevator car 202 or counterweight 216 in the elevator hoistway 208. The magnetic wheel may include alternating evenly spaced north and south poles around its circumference. The encoder may have a/B quadrature output signals for measurement of the poles of the magnet wheel. Further, the encoder may be configured to detect changes in the magnetic field as alternating poles of the magnetic wheel pass over it. The output signal of the quadrature sensor may comprise two channels a and B, which may be defined as the number of Pulses Per Revolution (PPR). Furthermore, the position associated with the start of a pulse may be defined by counting the number of pulses. Since the channels are orthogonal to each other (i.e., phase shifted by 90 degrees), the direction of rotation can also be defined.

The door zone sensor system can include a reader device 506 (e.g., a hall sensor) disposed to the elevator car 202 or counterweight 216 and targets (preferably magnets) 508a-508n disposed to the hoistway 208 within the door zone of each landing 210a-210 n. The door zone can be defined as the zone extending from a lower limit below the floor level to an upper limit above the floor level in which the landing door and the car door apparatus are engaged and operable. For example, the door zone may be determined to be from-400 mm to +400 mm. Preferably, the door zone may be from-150 mm to +150 mm. A reader 506 disposed to the elevator car 202 can obtain door zone information of the elevator car 202 when the elevator car passes one of the targets 508a-508 n. Alternatively, the reader 506 disposed to the counterweight 216 may obtain door zone information of the counterweight 216 when the counterweight 216 passes one of the targets 508a-508 n. The information indicative of the movement of the elevator car 202 or counterweight 216 includes the obtained door zone information of the elevator car 202 or counterweight 216 and the continuous position information of the elevator car 202 or counterweight 216.

The safety controller 502 may monitor movement of the elevator car 202 or counterweight 216 near at least one extreme destination. Fig. 5 schematically illustrates one example implementation of an electronic overspeed monitoring apparatus in an elevator system 200 for monitoring movement of an elevator car 202. Alternatively, an electronic overspeed monitoring device can be implemented in the elevator system 200 to monitor movement of the counterweight 216. Elevator system 200 is otherwise Similar to the elevator system 200 shown in fig. 2, but the elevator system 200 of fig. 5 further includes components of an electronic overspeed monitoring apparatus. If the safety controller 502 detects that the speed of the elevator car 202 meets the overspeed threshold, the safety controller 502 triggers one or more safety brakes (i.e., the hoisting machinery brake 214 and/or the elevator car brake) to stop movement of the elevator car 202. The overspeed threshold 602 is a continuous curve, the overspeed threshold 602 decreasing toward the pit 606 of the hoistway 208 and/or overhead structure in the top end terminal of the hoistway 208 such that the triggering occurs at a lower speed as the elevator car 202 approaches the pit 606 and/or overhead structure. In other words, the overspeed threshold 602 varies as a function of the position of the elevator car 202 within the hoistway 208 such that the overspeed threshold in the vicinity of the pit 606 and/or overhead structure is lower than the overspeed threshold in a middle portion of the hoistway 208, thereby enabling overspeed monitoring of the elevator car 202, the elevator car 202 traveling according to different elevator car motion profiles, the different elevator car motion profiles being generated based on the destination landing for the same elevator car. The speed of the elevator car 202 may be higher in a middle portion of the hoistway 208 than near the pit 606 and/or overhead structure. When the elevator car 202 is at maximum speed v _maxWhile traveling, overspeed threshold 602 is above maximum speed v_maxThat is, the overspeed threshold 602 can be added with a safety factor sf (e.g., 115% of the maximum speed), and as the elevator car approaches the pit or overhead structure, the speed of the elevator car 202 begins to decrease, the overspeed threshold begins to decrease, and at the location of the pit 606 and/or overhead structure, the overspeed threshold 602 level reaches the lower limit 603 of the overspeed threshold 602, which lower limit 603 can be the lower maximum speed v added with the safety factor sf₂(e.g., lower maximum velocity v)₂115% of). Added to the maximum velocity v_maxAnd to a lower maximum velocity v₂The safety factors of (a) may be the same safety factor or different safety factors.

As discussed in the background, in prior art solutions the pit safety equipment is dimensioned to absorb or store the kinetic energy of the elevator car traveling at maximum speed to be able to safely stop the movement of the elevator car. The sizing of the pit safety equipment refers to sizing the buffer stroke (i.e., the distance the buffer can be compressed) in the case of a buffer. In other words, the size of the pit safety device may be determined or the maximum speed of the elevator car may be defined according to the size of the pit safety device. The higher the maximum speed of the elevator car, the longer the buffer stroke needs to be in order to absorb or store the kinetic energy of the elevator car traveling at the maximum speed. Furthermore, because the safety element needs to be installed in the pit, the size design of the pit safety equipment also affects the depth of the pit. Thus, the longer the cushion stroke, the deeper the well needs to be. The safety device of the counterweight may be similarly sized to absorb the kinetic energy of the counterweight.

The electronic overspeed device according to the invention with a reduced overspeed threshold enables the pit safety device 220, 510 to be dimensioned to absorb or store at a lower maximum speed v₂The kinetic energy of the traveling elevator car or counterweight 216 because the electronic overspeed device is configured to monitor the elevator car 202 or counterweight 216 movement approaching the pit 606 (and/or overhead structure) such that the speed of the elevator car 202 or counterweight 216 does not exceed the lower limit 603 of the overspeed threshold at the location of the pit 606. Lower maximum velocity v₂May be substantially lower than the maximum speed v of the elevator car 202_max. This means that the well safety equipment 220, 510 can be based on a lower maximum velocity v₂Is dimensioned (dimensioned) instead of according to the maximum speed v of the elevator car 202_maxThis results in a reduced damping stroke. Thus, the electronic overspeed device according to the present invention enables the use of reduced safety devices 510 (e.g., reduced buffers of the elevator car 202 and counterweight 216) and reduced pit depths.

One example of an overspeed threshold 602 according to the present disclosure is illustrated in fig. 6, where the overspeed threshold 602 decreases toward a pit 606 of the hoistway 208. In fig. 6, an example of an elevator car movement curve 604 is also illustrated, where the elevator car first accelerates from the starting landing (in this example the topmost landing 210n) to a maximum speed v _maxThen from the maximum velocity v_maxDecelerating to smoothly stop to the destination landing (in this example, the bottommost landing 210 a). In the example fig. 6, movement of the elevator car 202 is monitored with an electronic overspeed monitoring device near the bottommost landing 210a (i.e., near the pit 606 of the hoistway 208). However, alternatively or additionally, movement of the elevator car 202 can be monitored with an electronic overspeed monitoring device near the topmost landing 210 n. As described above, the hoistway safety equipment 220 of the elevator car 202 and the hoistway safety equipment 510 of the counterweight 216 and the pit depth are sized according to the lower maximum velocity v 2. By way of comparison, fig. 6 also illustrates a conventional constant speed limit 106 (e.g., 115% of maximum speed) and an elevator car motion curve 100 for an elevator car 202 traveling within the same hoistway (including similar pit depths and sized pit safety devices 220, 510) for use with a conventional mechanical overspeed governor for an elevator car 202 traveling within the same hoistway. According to the conventional elevator car motion profile 100, the elevator car first accelerates from the starting landing 210n to a maximum speed and then decelerates from the maximum speed to smoothly stop to the destination landing 210 a. The size of the pit safety devices 220, 510 limits the maximum speed of the conventional elevator car motion profile 100 to a lower maximum speed v ₂This results in the maximum speed of the conventional elevator car motion curve 100 and the conventional constant speed limit 106 being substantially lower than the maximum speed v according to the invention_maxAnd an overspeed threshold 602. If the movement curve of the elevator car with the conventional overspeed governor is required to be the same as the movement curve 604 of the elevator car according to the invention, this means that it should be based on the maximum speed v_maxThe pit safety equipment is dimensioned so that it should be longer and deeper than in the example according to the invention, in which case it and the pit depth are according to a lower maximum velocity v₂To be dimensioned.

Fig. 7 schematically illustrates an example of a processing unit according to the invention. The processing units may include one or more processors 702, one or more memories 704, a communication unit 708 including one or more communication devices, and a User Interface (UI) 706. The mentioned elements may be communicatively coupled to each other using, for example, an internal bus. The one or more processors 702 may be any suitable processor for processing information and controlling the operation of processing units and other tasks. The one or more memories 704 may store portions of the computer program code 705a-705n and any other data, and the one or more processors 702 may cause the processing units to operate as described by executing at least some portions of the computer program code 705a-705n stored in the one or more memories 704. Further, the one or more memories 704 may be volatile or nonvolatile. Furthermore, the memory or memories 704 are not limited to only a certain type of memory, but any type of memory suitable for storing the described pieces of information may be applied in the context of the present invention. The communication unit 708 may be based on at least one known communication technology, wired or wireless, to exchange pieces of information (pieces) as previously described. The communication unit 708 provides an interface for communicating with any external unit, such as a database and/or any external system. The user interface 706 may include I/O devices (e.g., buttons, keyboard, touch screen, microphone, speaker, display, etc.) for receiving input and output information.

Some aspects of the invention may involve computer programs 705a-705n stored in one or more memories 704 of the processing unit 204. An implementation of the method according to the invention as described above may be arranged such that the computer program 705a-705n comprising machine readable instructions is stored in the one or more memories 704 of the processing unit 204 and causes the processing unit to perform one or more of the method steps described above when the computer program code 705a-705n is executed by the one or more processors 702.

The computer program may be stored in a tangible non-transitory computer-readable medium (e.g., a USB stick, a CD-ROM disk, a DVD disk, a blu-ray disk), or another article of manufacture tangibly embodying the computer program accessible at least by the one or more processors 702 of the processing unit 204. The computer program may also be loaded from a remote server via a remote link.

The invention has been described above so that it is implemented in an elevator system 200 comprising one elevator car, but it can also be implemented in an elevator system comprising a plurality of elevator cars (i.e. an elevator group) adapted to travel in separate shafts.

The invention thus described provides great advantages over prior art solutions. For example, the invention improves the safety of elevators at least partly. Furthermore, the invention enables different elevator car motion profiles with different motion parameters to be used for one elevator car in different operating situations. The invention improves the transport capacity of the elevator system and reduces the travel time of the elevator car within the safe range.

In the present patent application, the use of the verb "meet (meet)" in the context of an overspeed threshold or speed limit means that a predetermined condition is met. For example, the predetermined condition may be that an overspeed threshold is met and/or exceeded.

The specific examples provided in the description given above should not be construed as limiting the applicability and/or interpretation of the appended claims. The lists and groups of examples provided in the description given above are not exhaustive unless explicitly stated otherwise.