Lift Report

The bp306 system module was given preference because this system supports the CANopen bus technology.

This technology makes it possible for the individual components to communicate directly one with another. This shortens response times. All the signals on the bus can be read out at any point along the bus.

This option is indispensable in this and similar projects. It makes it possible to determine the absolute position of the car even in the event of a power failure.

Visualizes in real-time all the elevator functions relevant to system control. The software can be activated at fire alarm control panels and from fire department command centers.

When fire-mode control is activated, all the devices that would keep hoistway and car doors from closing – such as photoelectric devices, sensor strips and “open door” buttons – are disabled. Excepted here are devices serving to limit closing force and other safety features relevant to elevator operation.

If the car is stopped at a landing when the elevator controls are switched over to the fire mode, then the car immediately travels to the pre-defined escape level, i.e. the landing (usually at surface level) from which the passengers can safely exit the building. In the interest of clarity, this is referred to in this article as the “surface level”.

If the car is moving downward, away from the surface level, at switchover, then it stops at the next possible landing with the doors closed and/or latched. It will then ascend to the surface level without any intermediate stops.

After a power outage and restoration of the power supply, the car will ascend directly to the surface level without running through a calibration cycle.

If the car is moving toward the surface level at switchover, then it has to continue directly to that level. If the car is equipped with a stop switch and if this switch is thrown after fire-mode operation is activated, then the elevator has to stop. The command initiating travel to the surface level will have to be retained in memory.

If the car is at a landing, the trip will automatically be resumed as soon as the stop switch is reset.

If the car is somewhere between two landings, then travel will be continued after – in addition to the stop switch being reset – another travel command is issued. The car’s interior lighting will have to remain switched on continuously while the functions described here are executed.

If the presence of smoke is reported to the fire alarm control panel by the SD1 smoke detector, located at the lowermost underground platform (or by SD1.1 at the platform above it) then the elevator will automatically go into the passenger rescue mode. Any hall calls initiated at any landings except the “evacuation level” affected by the fire will be disregarded. (For the sake of simplicity, this will be referred to here as the “platform level”.) Devices that prevent the closing of hoistway and car doors – photoelectric devices, sensor strips and the like – are disabled. Excepted from this are measures to limit door closing force, the “open door” button and other safety devices relevant to elevator operation. Elevator control outputs associated with specific floors are used to deliver acoustic and optical messages to those floors at which service is suspended, indicating that the elevator is no longer available for normal operation. The message at the platform level informs passengers that the elevator can be used for evacuation purposes.

If, when the switchover is made to the evacuation mode, the empty car is moving from the surface level to the platform level, then it will continue moving in that direction. Once it arrives at that landing, it will remain there with the doors closed until an outside call is received. An inside call will start travel to the surface level.

If the car is moving away from the platform level and towards the surface level when the controls switch over to the rescue mode, then the car will continue travelling in that direction. Having arrived at that landing, it will open the doors and, once the waiting period has elapsed (permitting passengers to alight), the car will go directly to the platform level.

If, at switchover to rescue mode, the car is travelling toward any other floor it will first stop there with the doors closed and then move to the surface level, so that any passengers who might be in the car can exit the building. In order to evacuate the largest possible number of people, the car will always return to the platform level once it has reached the surface level.

In addition it is possible – by installing an exact load measurement device such as the Henning Weight Watcher – to automatically initiate a trip down to the platform level.

Illumination inside the car will have to remain switched on during all the functions described here.

If an SD2, SD3 or SD4 alarm is forwarded to the elevator controls via the fi re alarm control panel, then devices that keep the hoistway and car doors from closing – such as photoelectric devices, sensor strips and the “open door” button – have to be disabled. Excepted from this provision are measures used to limit closing force and other safety devices relevant to elevator operation. Elevator control outputs associated with specific floors are used to deliver acoustic and optical messages to the floors at which service has been suspended, indicating that the elevator is no longer available for normal operation.

If the car is at a landing when the change is made to rescue operation, then the car will move directly to the surface level. If the car is moving away from the surface level when the mode is switched, it has to stop at the nearest possible landing with the doors closed and/or latched. Then it will move, without any intermediate stops, to the surface level. After a power failure and restoration of the line supply the car will move directly to the surface level without executing a calibration trip.

If the car is moving toward the surface level when switchover is effected, then it will continue travelling in that direction. Lighting inside the cab has to remain switched on during all the functions described here.

The escape routes are to be marked with easily understood directional signs. The pictogram shown below could serve as an example. Brightly illuminated signs and loudspeaker announcements (in several languages, if feasible) should encourage passengers to use separate evacuation paths. It is, of course, impossible to fully exclude the possibility that fully mobile persons will use the elevators to reach the surface level. But this concept, put forth by the Light Rail Construction Office of the City of Dortmund, has opened up options for better and faster, unassisted evacuation by handicapped persons.

There is no question that this change in paradigm will require a great deal of public information and education. It is conceivable that the system could be further expanded as a result of technical innovations. It is also quite likely that the City of Dortmund and its Light Rail Construction Office will consult with the local fire department on certain questions. The experts there will certainly be able to make very sensible suggestions for improvements that can be integrated into the concept.

Ilse Klink is a government-certified electrical engineer and for 15 years now, since 1997, has been involved in the construction of elevator controls the Böhnke + Partner company.