EP3833623A1

EP3833623A1 - Elevator system having equal-priority communication between sensor unit and linear drive

Info

Publication number: EP3833623A1
Application number: EP19750095.2A
Authority: EP
Inventors: Erhard LAMPERSBERGER; Jürgen FRANTZHELD; Torsten Kaczorowski; Thomas Beck
Original assignee: TK Elevator Innovation and Operations GmbH
Current assignee: TK Elevator Innovation and Operations GmbH
Priority date: 2018-08-10
Filing date: 2019-07-31
Publication date: 2021-06-16
Also published as: WO2020030490A1; CN112638805A; DE102018213473A1

Abstract

The invention relates to an elevator system, comprising at least one running rail, which is mounted in a shaft, and at least one elevator car having running gear, in particular a plurality of elevator cars, the running gear being movable along the running rail in a direction of travel (F). Furthermore, the elevator system has a linear drive, which is designed to move the elevator car, and a first sensor unit, which is designed to transmit a first sensor signal to the linear drive by means of a first communication channel. The first sensor unit and the linear drive are equal-priority parties of the first communication channel. The linear drive is designed to receive the first sensor signal and to move the elevator car in accordance with the first sensor signal, the first sensor signal comprising information about the position of the elevator car.

Description

Elevator system with equal ranking communication between sensor unit and

linear actuator

description

The invention relates to an elevator system with a multi-point connection between the sensor unit and the linear drive. Exemplary embodiments show an asynchronous transmission of sensor data to distributed receivers of the linear drive.

In a linear drive application such as in the case of an elevator with a linear drive, there is a distributed linear drive with many independently operating drive units due to redundancy and availability reasons, which are characterized, for example, by a linear motor controller and at least one linear motor (electrically) connected to the linear motor controller. If you combine the distributed linear drive with a distributed sensor system for detecting the position of the object to be moved, the position information should be distributed from many sensor units to many drive units.

This means that the position information of one sensor unit to several

Drive units are transmitted. At the same time, each drive unit receives the

Position information from several sensor units. The common serial

However, data interfaces are usually point-to-point data transfers, with a "master" (usually the drive unit) calling up the data in the "slave" (usually the sensor). For this purpose, several data lines are used to carry out the communication between "master" and "slave" using the handshake method (e.g. SSI, BiSS, EnDat etc.). This synchronizes the communication between "master" and "slave".

Due to the synchronization of this "Master / S | ave" communication, however, the information can only be queried or specified by a master (synchronization) and "Master / Slave" communication must be established for each sensor connected to the drive unit. It would be for other participants, i.e. other

Drive units, possible to listen to this "master / slave" communication by also synchronizing with the master clock. However, if the primary master fails due to an error, communication has also failed for all "listening" drive units, which results in poor redundancy behavior. The object of the present invention is therefore to create an improved concept for an elevator installation in order to overcome the aforementioned disadvantages.

The object is achieved by the subject matter of the independent claims. Further advantageous embodiments are the subject of the dependent claims.

Exemplary embodiments show an elevator installation comprising at least one travel rail, which is mounted in a shaft, and at least one car with a chassis, in particular a plurality of cars, the chassis being movable in a direction of travel (F) along the travel rail. Furthermore, the elevator installation has a linear drive, which is designed to move the car and a first sensor unit, which is designed to send a first sensor signal to the linear drive by means of a first communication channel. The first sensor unit and the linear drive are peers of the first communication channel. The linear drive is designed to receive the first sensor signal and to move the car as a function of the first sensor signal, the first sensor signal comprising information about the position of the car.

If following the ordinal numbers (first, second, ...) before the characteristics (e.g.

Sensor unit, sensor signal, ...) is omitted, the statement refers to both the first and each corresponding further characteristic. That is, features relating to the sensor unit are applicable to both the first and the second and any possible further sensor unit. The same applies to all other multiple occurrences

Characteristics.

A multipoint connection, ie

for example, the transmission of the sensor signal by means of a broadcast to all participants connected to the communication channel, between the sensor unit and the linear drive. This enables the departure from the typical master / slave architecture. The communication channel enables the sensor unit to send the sensor signal to the linear drive, in particular to all relevant linear motor controls. The failure of a linear motor control then does not prevent communication from the

Sensor unit to other relevant linear motor controls. In the case of a master / slave architecture, the failure of the master would mean the failure of all communication from the sensor unit. Due to the redundancy of the linear drive, in the event that a linear motor control fails, it is even possible to continue operating the elevator system. This is not possible in the event of a master failure in a master / slave architecture, since all listening linear motor controls no longer receive sensor data.

The sensor signal can also be referred to as a useful signal. So the sensor signal can be used for the purpose of transmission to a carrier signal, e.g. a (rectangular) clock frequency corresponding to a (predetermined) line code, for example a Manchester code, is modulated. The resulting modulated signal can also be referred to as a transmission signal. Known modulation techniques are available for modulating the sensor signal onto the carrier signal, such as pulse width modulation, to name just one. The sensor signal (also the transmitter) is sent to the linear drive (also the receiver) by means of serial communication. Here, the linear drive (receiver) and the sensor unit (transmitter) are peers of the communication channel. That the communication channel shows the absence of (serial) master / slave communication. The sensor signal can e.g. be sent as a broadcast signal, i.e. that the sensor signal from the sensor unit to everyone with the

Sensor unit (electrically) connected linear drives is sent. The (electrical) connection between the sensor unit and the linear drive can be via a data line, also (data) bus, i.e. wired. For demodulation, i.e. the

Recovery of the sensor signal and the carrier signal from the transmission signal, it is sufficient if the approximate clock frequency of the carrier signal is known in the linear drive. An exact synchronization of transmitter and receiver is not necessary.

Exemplary embodiments show the linear drive, which has a multiplicity of linear motors arranged along the travel rail. Along the travel rail means that the plurality of linear motors are (essentially) arranged parallel to the travel rail. The large number of linear motors interact with a magnet unit, preferably arranged on the car, so that one generated with the large number of linear motors

Wandering magnetic field correlated with an essentially static magnetic field of the magnet unit, i.e. the magnetic field of the linear motors creates a force effect on the

Magnet unit, and thus drives the car. The large number of linear motors and the magnet unit have no direct mechanical connection. The magnet unit can have one or more magnets which generate a static magnetic field, for example one or more permanent magnets or one or more correspondingly controlled electromagnets. The linear drive then also has a control unit which is designed to control the plurality of linear motors as a function of the first sensor signal in order to set a parameter, in particular an amplitude and / or a frequency and / or a phase position, of the traveling magnetic field. The control unit can for

Provide control of the individual linear motors distributed linear motor controls, such as frequency converters and a corresponding control software, each of which controls a linear motor or a group of linear motors. A linear arrangement of coils, for example three coils, can be viewed in a simplified manner as a linear motor, which are correspondingly controlled by a linear motor control with a phase offset of, for example, 360 ° divided by the number of coils per linear motor.

Further exemplary embodiments show the elevator installation, which has a plurality of

Has sensor units and the control unit, which a plurality of

Has linear motor controls. The first sensor unit is designed, the first

Send sensor signal to a first and a second linear motor control. A second sensor unit is designed, a second sensor signal by means of a second

Send communication channel to the first linear motor controller, wherein the second sensor signal (as already the first sensor signal) has information about the position of the car. The first sensor unit, the first linear motor controller and the second linear motor controller are peers of the first communication channel. Likewise, the second sensor unit and the first linear motor controller are peers of the second communication channel. The first linear motor controller is designed to control a first subset from the plurality of linear motors as a function of the first and / or the second sensor signal and the second

Linear motor control is designed, a second subset from the plurality of

To control linear motors depending on the first sensor signal.

The subset of the plurality of linear motors can have one linear motor or a plurality of linear motors. The plurality of sensor units can be arranged in the shaft, for example along the linear motors or the guide rail, in such a way that two successive sensor units are at a (maximum) distance from one another which is equal to or less than an expansion of the car or the

Magnet unit along the running rail. A minimal distance between two

Successive sensor units can be greater than or equal to half the extent of the car or the magnet unit along the running rail. Furthermore, the sensor units can be arranged equidistantly in the shaft. According to the distance the sensor units, a length of a reference rail (also called a scale) is selected on the car, which is scanned by the sensor unit to determine the position of the car. The maximum distance between two sensor units is then the "reference rail length minus the mechanical length of the sensor unit", at least if the entire sensor unit must be covered by the reference rail in order to carry out a reliable position determination. However, the distance can also be smaller, for example in order to maintain redundancy of the sensor units. Furthermore, in the case of a rotatable conversion unit, the length of the reference rail can be limited to a length that fits within the circular arc of the conversion unit. In exemplary embodiments, the length of the reference rail can be between 1.50 m and 3.50 m, in particular between 2 m and 2.50 m. The subsets from the large number of linear motors can be real subsets, ie a linear motor can only be assigned (exactly) to a subset (and not yet another subset).

According to further exemplary embodiments, at least one linear motor of the first subset of the plurality of linear motors is arranged spatially between the first sensor unit and the second sensor unit, and at least one linear motor of the second subset of the plurality of linear motors is arranged on a side of the first sensor unit facing away from the second sensor unit.

This is advantageous since in particular the linear motors which influence the drive of the car in the current position receive the corresponding sensor signal. Furthermore, the linear motors, which do not influence the drive of the car when it is detected by a corresponding sensor, do not receive a sensor signal from this sensor. Only those linear motors are relevant for driving the elevator car, the magnetic field generated of which interacts with the magnetic field of the magnetic unit and is not to be neglected due to the strength of an adjacent magnetic field. In other words, the sensor unit sends its sensor signal only to the linear motor controls that control a linear motor that can be used to drive the car at the time the position of the car is measured.

In order to avoid gaps in the control loop, adjacent sensor units should be at a distance from each other that is smaller than the height of the car or the expansion of the car along the guide rails, so that a position measurement by at least one sensor unit is possible at any time. According to further exemplary embodiments, fewer than three lines, in particular only one line, are assigned to the first communication channel. Accordingly, communication can take place via an electrical, wired communication channel. This includes both unipolar communication over a physical line and bipolar communication over a (twisted) physical line pair. Bipolar communication is preferred when there are large data rates and / or large data rates

Distances have to be bridged. The communication also only requires one line for the transmission of clock (carrier signal) and sensor signal. A return line from the linear motor control to the sensor unit is possible but not necessary (bidirectional communication). In comparison to master / slave communication, at least one line is saved, since at least two lines are required for the transmission of clock and sensor signal. The same applies to the second and every further communication channel. In one embodiment, the lines are

Communication channels different from each other, i.e. the first sensor signal is sent over a different line than the second sensor signal, etc. If the signal transmission is wireless, e.g. different frequency bands used. It is therefore not necessary for the linear motor controller to first identify the sensor signals intended for it before they are used, but rather the linear motor controller can transfer these directly into the memory or the control loop. The use of a filter which is disadvantageous for reasons of time and / or cost is thus avoided. The dead time (see FIGS. 4 to 7) is therefore not extended any further.

Exemplary embodiments also show the sensor unit, which is designed to send the first sensor signal to the linear drive, each with information about the position of the car, at a first time (t1) and at a second time (t2). The

Linear drive can receive the first sensor signal with information about the position of the car and at a third point in time (t3) the current position of the car based on the information about the position of the car at the first point in time (tl) and at the second point in time (t2) appreciate. The car will then be based on the estimated position (and not based on the last measured position of the car

Sensor unit). The third point in time is advantageously behind the first and the second point in time.

This arrangement is advantageous because, since all participants work asynchronously, ie at least not strictly synchronized, interference effects or beats can form which are reduced with this embodiment. Would sensor unit and Receiver, ie linear drive or linear motor control, running synchronously, would result in a constant dead time by processing the position information between the measurement and the implementation of the position information. The processing of the position information can include the position detection in the sensor unit, the position processing in the sensor unit, the position transmission from the sensor unit to the drive unit and the conversion of the position information into an electrical signal by the linear drive or

Linear motor control include. Accordingly, there would only be a calculable position error that only depends on the object speed (zls = T · V), where As is the distance traveled

Distance during the dead time T and v denotes the speed. If sender and

However, if the receiver is working asynchronously, serial data transmission is rarely completed at the exact moment when the receiver (linear drive) requires it for processing. Therefore, the dead time for processing the position information is not constant, but can have the shape of a sawtooth (see FIG. 5). The position error is therefore not constant due to the varying dead time. Predicting the position of the car at the time the position information is used by the linear drive significantly reduces the dead time and thus enables improved control of the

Linear drive or the car.

The same also applies in exemplary embodiments to the second and each further sensor unit. It thus follows that the first sensor unit is designed to send the first sensor signal, each with information about the position of the car, to the first and second linear motor controls at a first point in time (tl) and at a second point in time (t2). The second sensor unit is designed to send the second sensor signal with information about the position of the car to the first linear motor controller at a first point in time (tl) and at a second point in time (t2). The second linear motor controller is designed to receive the first sensor signal with information about the position of the car and at a third time (t3) the current position of the car based on the information about the position of the car at the first time (tl) and to estimate the second point in time (t2), the first linear motor controller being designed to receive the first and / or the second sensor signal each with information about the position of the car and, at a third point in time (t3), the current position of the car based on the Estimating information about the position of the car at the first point in time (tl) and at the second point in time (t2) from the first and / or the second sensor signal. The first and the second linear motor control are designed, the corresponding ones

Linear motors associated with the linear motor controller based on the estimated Position (and not exclusively based on the last measured position of the

Sensor unit).

Asynchronous data transmission / communication or asynchronous working is understood to mean that the sampling rates of the sensor for determining the position of the car depend on the frequency with which the linear drive adjusts itself, i.e. redetermines the controlled variable. In particular, the sensor can determine the position of the car more frequently and send it to the linear drive after each determination than the linear drive adjusts itself. The sensor unit therefore sends the at a different frequency

Position information as required for the control of the linear drive. Even the choice of a multiple of one frequency from the other frequency cannot be realized exactly, since the timer generally has a slight deviation due to minimally different frequencies.

Furthermore, exemplary embodiments show the elevator installation comprising at least one

fixed first travel rail, which is fixedly aligned in a first, in particular vertical, direction (z), at least one fixed second travel rail which is fixedly aligned in a second, in particular horizontal, direction (y), at least one transfer unit for transferring the car from a trip in the first direction (z) to a trip in the second direction (y). In particular, the conversion unit comprises at least one movable, in particular rotatable, third travel rail and in particular the third travel rail can be moved between a first position, in particular an orientation in the direction (z), and a second position, in particular an orientation in the second direction (y ).

Furthermore, a method for measuring an acceleration of a car is one

Elevator system with the following steps disclosed: providing a car, in particular a plurality of cars, with a chassis, the chassis being movable in a travel direction (F) along a travel rail mounted in a shaft by means of a linear drive; Sending a first sensor signal via a first communication channel from a first sensor unit to the linear drive, the first sensor unit and the linear drive having peers of the first

Are communication channel; Receiving the first sensor signal, which includes information about a position of the car, by the linear drive; Moving the car as a function of the first sensor signal. The method can be in a program code a computer program for implementing the method when the computer program runs on a computer.

Preferred embodiments of the present invention are explained below with reference to the accompanying drawings. Show it:

Fig. 1: a schematic representation of an elevator system in a perspective

Presentation;

2: a schematic representation of the elevator installation according to exemplary embodiments as a block diagram;

3: a schematic representation of the elevator installation as a block diagram according to further exemplary embodiments in a perspective representation;

Fig. 4: a schematic representation of a position error or a dead time without

Extrapolation in a diagram over the speed;

5 shows a schematic representation of the position error without extrapolation in a diagram over time;

6: a schematic representation of a course diagram of the position of a

Elevator car over time, a comparison between the extrapolated position and the non-extrapolated position with the real position of the elevator car being shown at sampling times of the receiver (linear drive); and

7: a schematic representation of a position error or a dead time with

Extrapolation in a diagram over the speed.

Before exemplary embodiments of the present invention are explained in more detail below with reference to the drawings, it is pointed out that identical,

Elements, objects and / or structures having the same function or having the same function are provided with the same reference symbols in the different figures, so that the description of these elements shown in different exemplary embodiments is interchangeable or can be applied to one another. 1 shows a schematic illustration of an elevator installation 100. The elevator installation 100 comprises at least one travel rail 102, at least one elevator car 110, a linear drive 10 and a first sensor unit 12a. The travel rail 102 is mounted in a shaft 120. The car 110 has a chassis 112. In particular, the elevator installation can comprise not only one but a plurality of cars 110, which then each have one

Have chassis 112. The chassis 112 can be moved along the travel rail 102 in a direction of travel (F). The linear drive 10 takes over the movement of the car 110. The sensor unit is, for example, any position sensor which detects the high

Requirements for the accuracy of the position measurement of the car for the

Drive control of the same fulfilled.

The first sensor unit 12a sends, for example, to predetermined ones

Sensor scanning times, a first sensor signal 14a via a first

Communication channel to the linear drive 10. The first sensor signal 14a includes information about the position of the car 110. The linear drive receives the first sensor signal and at least temporarily stores it. The linear drive 10 can then move the car 110 as a function of the first sensor signal 14a in that the linear drive 10, in particular a motor controller thereof, regulates the position of the car 110. The sensor signal 14a can be stored in the linear drive, for example, until the linear drive 100 has readjusted, i.e. has determined a new control variable.

In exemplary embodiments, the linear drive 10 extrapolates the received sensor signals in order to determine a predicted or

get the estimated position of the car and determine the controlled variable according to the estimated position. This prevents e.g. possible brief jerking in

Elevator car, especially if the controlled variable is determined shortly before a new sensor signal is received by one of the sensor units. For example, a (linear) extrapolation can be carried out based on the last two received sensor signals. This will be described in more detail with respect to FIG. 6.

2 shows a schematic block diagram of the elevator installation 100 according to FIG

Embodiments. Here the linear drive 10 is shown in more detail. This has a plurality of linear motors 16 and the control units 20, each linear motor 16a, 16a ″, 16a ″, 16b, 16b ″, 16b ″ of the plurality of linear motors 16 having one

Linear motor control 20a, 20a ', 20a ", 20b, 20b', 20b" of the plurality of Control units 20 (electrically) is connected. A linear motor 16 can have a coil set with, for example, 3 coils, which have a current flow shifted by essentially 360 ° / “number of coils”. The linear motor controls 20a, 20a ', 20a ", 20b, 20b', 20b" send the corresponding control signal 24a, 24a ', 24a ", 24b, 24b', 24b", for example the respective controlled variable, for controlling the linear motors 16 at the corresponding ones Linear motor 16a, 16a ', 16a ", 16b, 16b', 16b".

The car 110 is then driven by a (traveling) magnetic field generated by the linear motors 16, which interacts with a magnetic field of a magnet unit 22 arranged on the car. The magnet unit 22 has, for example, one or more permanent magnets which are arranged on the magnet unit 22 with alternating polarity, so that the magnet unit generates a temporally constant magnetic field that is alternating in terms of polarity (spatially). The magnetic unit is moved by the moving magnetic field of the linear drive.

The linear motor controls 20a, 20a ', 20a ”each receive the first sensor signal 14a from the first sensor unit 12a and a second sensor signal 14b from a second one

Sensor unit 12b. The linear motor controls 20b, 20b ', 20b ”each receive the second sensor signal 14b and optionally a third sensor signal 14c from a third sensor unit 12c. The linear motor 16a forms a first subset of the plurality of linear motors 16. It is not shown that the control unit 20a can also control further linear motors, in particular with the same control signal 24a. The

Linear motors 16a ', 16a "can form a redundancy to the linear motor 16a, i.e. they can be controlled with a control signal 24a ″, 24a “that corresponds to the control signal 24a. The linear motor 16b forms a second subset of the plurality of linear motors 16. It is not shown that more of the second control unit 20b

Linear motors, in particular with the same control signal 24b, can be controlled. The linear motors 16b ', 16b' can form a redundancy to the linear motor 16b, i.e. they can be controlled with a control signal 24b ', 24b' which corresponds to the control signal 24b.

In exemplary embodiments, the first sensor unit 12a is located spatially between the first subset of linear motors and the second subset of linear motors. That is to say that at least a part of the linear motor 16a is located between the first sensor unit 12a and the second sensor unit 12b. The linear motor 16b is accordingly located on one of the second sensor unit 16b or one of the third sensor unit 12c facing side of the first sensor unit 12a. The reason for this is that only the linear motors or the linear motor controls require the sensor signal of a sensor unit, which can influence or move a car at the time of measuring a sensor signal. It can therefore also be advantageous to distribute the sensor units 12 in the shaft along the travel rail such that they are at a distance which corresponds to the height of the car or is a few percent less.

Exemplary embodiments also relate to the communication channels. Both the first communication channel, via which the first sensor signal 14a is sent, and the second communication channel, via which the second sensor signal 14b is sent, and a third communication channel, via which the third sensor signal 14c is sent, can have fewer than 3 lines, have fewer than 2 lines or advantageously exactly one line. A bipolar connection via a (twisted) line pair is also considered to be exactly one line. For example, for the method according to the invention the position information is modulated onto a carrier signal so that e.g. a Manchester encoded signal is transmitted. A unidirectional connection is then sufficient for the

Transmission off. The signal can e.g. by means of a broadcast to all participants, i.e. all linear motor controls that are connected to the respective communication channel are distributed. Instead of using cables, you can use a wireless one

Communication channel can be used. However, lines can be preferred due to their lower susceptibility to interference.

3 shows parts of an elevator installation 100 according to the invention, in which the sensor units 12a-12g are used. The detailed representation of the linear drive has been omitted for better clarity of the drawing. The elevator installation 100 comprises a plurality of travel rails 102, along which a plurality of cars 110 e.g. can be guided using a backpack storage. A vertical travel rail 102V is aligned vertically in a first direction and enables the guided car 110 to be moved between different floors. A plurality of vertical travel rails 102V are arranged in adjacent shafts 120 in this vertical direction. The travel rails can also be referred to as guide rails.

A horizontal travel rail 102H is arranged between the two vertical travel rails 102V, along which the car 110 can be guided by means of a backpack storage. This horizontal runway 102H is oriented horizontally in a second direction and enables the car 110 to be moved within one floor is. Furthermore, the horizontal running rail 102H connects the two vertical running rails 102V to one another. Thus, the second runway 102H also serves to transfer the car 110 between the two vertical runways, for example in order to carry out a modern paternoster operation. A plurality of such horizontal travel rails 102H (not shown) can be provided in the elevator installation, which two vertical rails

Connect the rails together. The elevator car 110 can be transferred between a vertical track 102V and a horizontal track 102H via a transfer unit with a movable, in particular rotatable track 103. All

Rails 102, 103 are installed at least indirectly in a shaft wall 120. Such elevator systems are basically described in WO 2015/144781 A1 and in DE10 2016 211 997A1 and DE 10 2015 218 025 A1.

4 to 7 show various diagrams in which the invention

Elevator system with and without extrapolation of the sensor signals for the regulation of the

Linear actuator are compared.

4 shows a schematic illustration of the position error 30 and the dead time 32 in a diagram over the speed of a car. It can be seen that the dead time, i.e. the time between the measurement of the position of the car and the

Processing of the sensor signal by the linear drive passes, varies, i.e. is not constant. This follows in particular from the fact that the sampling rate of the sensor unit and the regulation speed of the linear drive can differ from one another and even the selection of a multiple of one frequency from the other on the basis of minimal

different frequencies of the timers, e.g. of crystals, cannot be realized.

The position error, i.e. the difference between the actual position of the elevator car at the time the sensor signal is processed by the linear drive and the measured position of the elevator car. It is obvious that the position error

is speed dependent. A linearly increasing DC component can be compensated for by a suitable choice of the control circuit, but the sudden changes can have a negative impact, particularly at high speeds, in particular on the

differential part of the control loop.

5 shows a schematic representation of the position error 30 over time at constant speed. The position error has the shape of a tooth. This is particularly due to a gradual change in the distance between uses a sensor signal caused by the linear drive and the last measurement of the sensor signal. Thus, the processing of the sensor signal can also take place at a point in time 34 (almost) simultaneously with the receipt of the sensor signal by the linear drive. As a result, the distance the elevator travels between measuring the position of the car and using the sensor signal is minimal, since the smallest possible dead time is present here. However, the maximum possible dead time may be present a fraction later at time 34 '. At this time, the linear drive processes a sensor signal directly before a subsequent sensor signal is received from the linear drive. During this time, the car covers a greater distance than when measuring at time 34.

In other words, serial data transmission is rarely completed at the exact moment when the receiver needs it for processing when the transmitter and receiver work asynchronously. Therefore, the dead time of processing is

Position information is not constant, but has the shape of a sawtooth. Therefore there are recurring jumps in the position error which increase with increasing

Object speed increase.

Fig. 6 shows an exemplary driving curve 36, i.e. the position of a car in a graph over time. The driving curve 36 is generated by (linear) interpolation between positions of the car measured by a sensor unit at sampling times 38. Of the sampling times 38 of the sensor unit, the sampling times 40 of the

Linear drives usually different. The point in time at which the linear drive determines a new controlled variable can be regarded as the sampling time 40 of the linear drive. There is now a difference between the measured position at the sampling time 38 and the real position of the car at the sampling time 40 of the linear drive. The difference is the vertical distance between position 36 and the position without extrapolation 42 at sampling time 40.

As already shown in FIGS. 4 and 5, this difference can become very large, in particular at high car speeds, that is to say a steep slope of the driving curve. According to exemplary embodiments, remedy is provided by extrapolation, so that the position information in the linear drive is quasi-synchronized. The position at the current time t3 can be extrapolated on the basis of the last two position information received (at the time t1 and t2). Everybody receives this at the reception

Position information, the position and the time of receipt are saved. From the last two received data the slope, which of the speed, is determined corresponds to (v = As / At). The current position in the receiver is now determined on the basis of the extrapolation from the last received position _information and from the past time (s _{afc £} = S _transmitter + v · at _{since reception} ).

In other words and referring to e.g. 2, the sensor units 12 can determine the position 36 of the car at the times 40. For example, starting from position 38 labeled tl and position 38 labeled t2, a (linear) extrapolation is carried out at time t3, that is to say the following sampling time 40. The difference from the position 44 thus obtained with extrapolation to the real position of the car at time t3 is less than the same difference to the position 42 without extrapolation. Particularly at high speeds, the extrapolation can result in a better accuracy of the position determination and thus also a better regulation (of the driving curve) of the car, in particular since the differential part of the position regulation can react unfavorably to strong jumps.

FIG. 7 shows the diagram from FIG. 4, but this time with the extrapolation. It becomes clear that the dead time 32 is almost constant and the abrupt portion of the

Position error 32 was minimized, so that there is almost exclusively a linear DC component that can be corrected well.

Although some aspects have been described in connection with a device, it is understood that these aspects also represent a description of the corresponding method, so that a block or a component of a device also as one

corresponding process step or to be understood as a feature of a process step. Analogously, aspects related to or as a

Process step have been described, also a description of a corresponding block or details or features of a corresponding device.

The above-described embodiments are merely illustrative of the principles of the present invention. It is understood that modifications and

Variations in the arrangements and details described herein will be apparent to those skilled in the art. Therefore, it is intended that the invention be limited to the

Scope of protection of the following claims and not by the specific

Details that were presented based on the description and explanation of the exemplary embodiments are limited. LIST OF REFERENCE NUMBERS

10 linear drive

12 sensor unit

14 sensor signal

16 linear motors

18 magnet unit

20 control unit

22 magnet unit

24 control signal

30 position errors

32 dead time

34 point in time

36 driving curve

38 sampling time of the sensor unit

40 sampling time of the linear drive

42 position without extrapolation

44 position with extrapolation

100 elevator system

102 track

103 rotatable rail segment (third rail) 110 car

112 chassis

120 shaft

F direction of travel

Claims

claims

1. Elevator system (100) comprising: at least one travel rail (102) which is mounted in a shaft (120); at least one car (110) with a chassis (112), in particular a plurality of cars, the chassis (112) being movable along the travel rail (102) in a direction of travel (F); a linear drive (10) which is designed to move the car (110); a first sensor unit (12) which is designed to send a first sensor signal (14) to the linear drive (10) by means of a first communication channel, the first

Sensor unit (12) and the linear drive (10) peers of the first

Are communication channel; The linear drive (10) is designed to receive the first sensor signal (14) and to move the car (110) as a function of the first sensor signal (14), the first sensor signal (14) providing information about the position of the car ( 110).

2. elevator system (100) like, one of the preceding claims, wherein the linear drive (10) a plurality of arranged along the running rail

Linear motors (16, 16a, 16a ', 16a ", 16b, 16b', 16b"), the plurality of linear motors (16) interacting with a magnet unit (18), so that one with the plurality of linear motors (16 ) generated traveling magnetic field with a magnetic field, in particular an essentially static magnetic field, which correlates the magnetic unit (18) and thus drives the car (110); wherein the linear drive (10) further has a control unit (20) which is designed to control the plurality of linear motors (16) as a function of the first sensor signal (14) in order to determine a parameter, in particular an amplitude and / or a frequency and / or to set a phase position of the traveling magnetic field.

3rd elevator system (100) gladly. Claim 2, wherein the elevator installation (100) has a plurality of sensor units (12a, 12b, 12c); wherein the control unit (20) has a plurality of linear motor controls (20a, 20a ", 20a", 20b, 20b ", 20b"); wherein the first sensor unit (12a) is designed to transmit the first sensor signal (14a) to a first and a second linear motor controller (20a, 20b) of the plurality of

To send linear motor controls (20a, 20a ', 20a ", 20b, 20b', 20b"); wherein a second sensor unit (12b) is designed to send a second sensor signal (14b) to the first linear motor controller (20a) by means of a second communication channel, the second sensor signal (14b) comprising information about the position of the car (110); wherein the first linear motor controller (20a) is designed to control a first subset of the plurality of linear motors (16) as a function of the first and / or the second sensor signal (14a, 14b), the second linear motor controller (20b) being configured, one to control a second subset of the plurality of linear motors (16) as a function of the first sensor signal (14a); ,

4. elevator (100) gladly. Claim 3, wherein at least one linear motor (16a) of the first subset of the plurality of linear motors is spatially arranged between the first sensor unit (12a) and the second sensor unit (12b); wherein at least one linear motor (16b) of the second subset of the plurality of linear motors is arranged on a side of the first sensor unit (12a) facing away from the second sensor unit (12b).

5. elevator system (100) gladly, one of the preceding claims, the first communication channel between the linear drive (16) and the

Sensor unit (12) less than three lines are assigned.

6. elevator system (100) gladly, one of the preceding claims, wherein the first communication channel between the linear drive (16) and the

Sensor unit (12) is assigned exactly one line.

7. elevator system (100) like, one of claims 3 to 6, wherein the second communication channel less than three lines are assigned, wherein lines of the first communication channel from the lines of the second

Distinguish communication channel.

8. elevator system (100), according to one of the preceding claims, wherein the sensor unit (12) is formed at a first time (tl) and at a second time (t2) to the first sensor signal, each with information about the position of the car to transmit the linear drive, the linear drive being designed to receive the first sensor signal with information about the position of the car (110) and at a third time (t3) the current position of the car (110) based on the information about the Estimate the position of the car at the first time (tl) and at the second time (t2); wherein the linear drive (10) is further configured to move the car (110) as a function of the estimated position.

9. elevator system (100) like, one of claims 3 to 7, wherein the first sensor unit (12a) is formed at a first time (tl) and at a second time (t2), the first sensor signal (14a) each with information to send to the first and the second linear motor control (20a, 20b) via the position of the car, wherein the second sensor unit (12b) is designed to send the second sensor signal (14b) with information about the position of the car to the first linear motor controller (20a) at a first time (tl) and at a second time (t2), wherein the second linear motor controller (20b) is designed to receive the first sensor signal with information about the position of the car and at a third time (t3) the current position of the car based on the information about the position of the car at the first time ( tl) and at the second point in time (t2); wherein the first linear motor controller (20a) is designed to receive the first and / or the second sensor signal (14a, 14b) with information about the position of the car and at a third time (t3) the current position of the car based on the Estimate information about the position of the car at the first point in time (tl) and at the second point in time (t2) from the first and / or the second sensor signal; wherein the first and second linear motor controls are designed to control the corresponding linear motors based on the estimated position.

10. Elevator system (100) according to one of the preceding claims, comprising at least one fixed first travel rail (102V), which is aligned in a first, in particular vertical, direction (z); at least one fixed second travel rail (102H), which is aligned in a second, in particular horizontal, direction (y); at least one transfer unit for transferring the car (110) from a trip in the first direction (z) to a trip in the second direction (y); in particular, the conversion unit comprises at least one movable, in particular rotatable, third travel rail (103); in particular, the third travel rail (103) can be transferred between a first position, in particular an orientation in the direction (z), and a second position, in particular an orientation in the second direction (y).

11. Method for operating an elevator system (100) with the following steps:

Providing a car, in particular a plurality of cars, with a chassis, the chassis being movable in a direction of travel (F) along a track mounted in a shaft by means of a linear drive along the track;

Sending a first sensor signal by means of a first communication channel from a first sensor unit to the linear drive, the first sensor unit (12) and the linear drive (10) being peers of the first communication channel;

Receiving the first sensor signal, which includes information about a position of the car, by the linear drive;

Moving the car as a function of the first sensor signal.