EP1618059B1 - Dispositif d'ascenseur et procede pour commander un dispositif d'ascenseur - Google Patents

Dispositif d'ascenseur et procede pour commander un dispositif d'ascenseur Download PDF

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Publication number
EP1618059B1
EP1618059B1 EP03720544A EP03720544A EP1618059B1 EP 1618059 B1 EP1618059 B1 EP 1618059B1 EP 03720544 A EP03720544 A EP 03720544A EP 03720544 A EP03720544 A EP 03720544A EP 1618059 B1 EP1618059 B1 EP 1618059B1
Authority
EP
European Patent Office
Prior art keywords
car
shaft
door
doors
cars
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Revoked
Application number
EP03720544A
Other languages
German (de)
English (en)
Other versions
EP1618059A1 (fr
Inventor
Wolfgang Meissner
Walter Nübling
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
TK Elevator GmbH
Original Assignee
ThyssenKrupp Elevator AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
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Application filed by ThyssenKrupp Elevator AG filed Critical ThyssenKrupp Elevator AG
Publication of EP1618059A1 publication Critical patent/EP1618059A1/fr
Application granted granted Critical
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Anticipated expiration legal-status Critical
Revoked legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B13/00—Doors, gates, or other apparatus controlling access to, or exit from, cages or lift well landings
    • B66B13/24—Safety devices in passenger lifts, not otherwise provided for, for preventing trapping of passengers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B9/00—Kinds or types of lifts in, or associated with, buildings or other structures
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B11/00—Main component parts of lifts in, or associated with, buildings or other structures
    • B66B11/0065—Roping
    • B66B11/008—Roping with hoisting rope or cable operated by frictional engagement with a winding drum or sheave
    • B66B11/0095—Roping with hoisting rope or cable operated by frictional engagement with a winding drum or sheave where multiple cars drive in the same hoist way
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B13/00—Doors, gates, or other apparatus controlling access to, or exit from, cages or lift well landings
    • B66B13/02—Door or gate operation
    • B66B13/14—Control systems or devices
    • B66B13/143—Control systems or devices electrical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B13/00—Doors, gates, or other apparatus controlling access to, or exit from, cages or lift well landings
    • B66B13/22—Operation of door or gate contacts

Definitions

  • the invention relates to an elevator installation with at least one shaft, in which at least two superimposed cars are movable up and down, the shaft having a plurality of shaft doors and the cars each comprise at least one car door, and with a safety device for blocking the ride of the cars when open Manhole or car doors.
  • the invention relates to a method for controlling an elevator system with at least one shaft in which at least two superimposed cars are movable up and down, the shaft having a plurality of shaft doors and the cars each comprise at least one car door, and wherein the ride of the car by means of a safety device with open shaft or car door can be blocked.
  • Object of the present invention is to provide an elevator system and a method for controlling an elevator system of the type mentioned in such a way that the transport capacity of the elevator system can be increased and hinder the cars as little as possible.
  • the safety device has at least two independent safety circuits, each associated with at least one manhole and / or car door, by means of the safety circuits, the ride at least one car is blockable.
  • a mutual obstruction of the cars can be reduced by at least two safety circuits are used, which can independently block the drive of at least one car.
  • the control of the cars with respect to the state of the car and landing doors can be decoupled, so that, if necessary, only the drive of a car is blocked, while the other car can continue its journey undisturbed.
  • it can be ensured that the opening of car and landing doors when holding a car does not necessarily lead to an impairment of the ride of another car.
  • the shaft has at least one shaft area whose shaft doors are assigned to only one safety circuit. If one of these shaft doors is opened, only the ride is blocked by cars that are coupled with this safety circuit.
  • the rides of cars, which are movable in different shaft areas, can be decoupled in a simple manner.
  • the shaft is divided in the vertical direction into a plurality of shaft areas, for example in an upper and a lower shaft area. If a landing door is opened in the upper shaft area, this only results in a response of the safety shaft assigned to this shaft door, so that the cars which are coupled with this safety circuit are blocked in their drive, but not the cars, which are not coupled to this Have safety circuit.
  • the shaft has at least one shaft area
  • the shaft doors are associated with at least two safety circuits. If a shaft door is opened in such a shaft area, this will result in a response of at least two safety circuits, which may each be coupled to different cars.
  • At least one upper car in a shaft doors upper shaft area is movable and that at least one lower car in a shaft doors having lower shaft area is movable, the car doors of at least one upper car and the shaft doors of the upper shaft area one or more first safety circuits and the car doors of the at least one lower car and the shaft doors of the lower shaft area are associated with one or more second safety circuits.
  • Such a configuration has the advantage that within a shaft two cars in an upper or a lower shaft area are independently movable and not hinder in their ride.
  • At least one safety circuit forms a shaft door safety circuit, which only shaft doors are assigned, by means of the shaft door safety circuit only the drive of cars is blockable, in the operating area, the associated shaft doors are arranged.
  • the "operating area" of a car is to be understood here as the area of the shaft which can be approached by a car. If the safety device has a shaft door safety circuit, this safety circuit only responds to the opening of shaft doors and can then block the journey only from those cars in whose operating area the shaft doors assigned to this shaft door safety circuit are arranged.
  • At least one safety circuit forms a car door safety circuit to which only car doors are assigned, wherein by means of the car door safety circuit only the driving of cars can be blocked, whose car doors are assigned to the car door safety circuit.
  • the at least one car door safety circuit is responsive only to an opening of the associated car doors, while the opening of a shaft door has no effect on the car door safety circuit.
  • each car door safety circuit only the car doors of a car are assigned. If a car door is opened, this has the consequence in such an embodiment that only the car door associated with this car safety circuit responds, while the car door safety circuits of other cars remain unaffected.
  • each car is assigned a single car door safety circuit and a single shaft door safety circuit.
  • a single car door safety circuit monitors only the state of the car's own doors and the associated shaft door safety circuit can be designed such that it responds only to the opening of the arranged in the control of this car shaft doors.
  • each of a car associated car door and landing door security circuits monitoring elements such as switching contacts, which are connected in series with each other.
  • series connection can be ensured, for example, that the ride of the car is blocked as soon as one of his car doors or one of the shaft doors located in his operating area is opened.
  • the operating areas of the movable in a bay cars are separated from each other, so that no operating area has landing doors that can be approached by another car.
  • the operating areas of the cars may have an overlap such that at least one of the shaft doors can be approached by both a first and at least one second car.
  • the travel of each car can be blocked by a shaft door safety circuit, which is assigned at least one shaft door, which is arranged in the operating area only this one car, as well as at least one shaft door in the operating area of this one car and at least one other car is arranged.
  • the opening of the shaft door can here as well as the opening of the car door already done shortly before reaching the flush position of the car with the shaft door, for example, already at a distance of about +/- 0.3 m, if the car has a speed of less than about 0th , 8 m / s.
  • the opening of the shaft door is usually carried out under the effect of Opening movement of the car door, ie when holding a car at least one door of the car is coupled to the shaft door, so that with the car door and the shaft door is opened. Due to the ability to override the supervision of this shaft door, therefore, the ride of a car, the ride of the other cars within the shaft is not affected.
  • the monitoring of the opening and closing state can only be put out of force by those shaft doors which are arranged in the operating area of at least two cars.
  • the monitoring of shaft doors, which are arranged only in the operating area of a single car can not be put out of action in such an embodiment of the elevator system. This makes it possible to check the response of the coupled with a car safety circuit by a shaft door is approached and opened, whose monitoring can not be overridden.
  • the monitoring of the opening and closing state of the shaft and car doors is preferably carried out with the aid of monitoring elements of the safety device, which cooperate with a shaft or car door.
  • monitoring elements for example, switching contacts can be used, which can be actuated by opening the associated shaft or car door.
  • a contact-based or even a non-contact actuation of the switching contacts can be provided.
  • the manhole and car doors are mechanically coupled to the switch contacts, alternatively or additionally, an inductive or capacitive coupling may be provided or a coupling by means of infrared or light radiation.
  • the monitoring elements of shaft doors whose monitoring can be put out of force can be rendered ineffective by means of a bridging unit, for example can be bridged.
  • the bridging unit can be arranged on the shaft door or also on one or more cars. It is particularly advantageous if the bridging unit has an activating member which can be actuated by a car which is continued on the associated shaft door. If a car enters the area of the shaft door with the intention of opening the door, it can actuate the activation element of the bridging unit for bridging the monitoring elements assigned to the shaft door.
  • the actuation of the activation member may be touch-sensitive or contactless. It can be provided, for example, that the activation member is designed as a magnetic switch which can be actuated by approaching the car.
  • this includes a system controller, which is preferably coupled to outside the shaft arranged input elements for entering a destination call by a passenger.
  • the elevator control is the destination of the car predetermined, and in this case it is particularly advantageous if the override units used to override the monitoring of the shaft doors are used by the elevator control can be activated. This gives the possibility of controlling the bridging units of a shaft door when the car is caused by the elevator control to stop at this shaft door.
  • the bridging units can be set in motion by actuating their activating members by means of a car. It is particularly advantageous if the bridging units can only be activated when their activating members are actuated when they are simultaneously acted upon by a control signal provided by the system control.
  • the bridging units are thus designed with two channels, at the same time both channels must be effective to override the monitoring of the respective associated shaft door.
  • a first channel of the bridging unit is controlled by the respective activating member, which cooperates with a car which continues in the region of the hoistway door, while a second channel of the bridging unit is actuated by the system controller. Only in the case that at the same time a control signal of the system control is applied and the activation member is actuated by the car, the monitoring of the shaft door is disabled.
  • each car is connected to a separate power supply unit in a preferred embodiment. It is advantageous if the car door and landing door safety circuits each car, so the car door and landing door safety circuits in which the respective car is integrated, are connected to the respective power supply unit of the car, with shaft door safety circuits with landing doors, the are arranged in the operating area of at least two cars, can be connected to the power supply unit of only one of the cars involved.
  • the shaft door safety circuits their associated shaft doors arranged in the operating area of several cars are, are automatically connected to the power supply unit of a given car, if this car is in operation.
  • the shaft door safety circuits the shaft doors of which are arranged in the operating area of several cars, are connected to a preferred power supply unit, which is the power supply unit of one of the elevator cars approaching the landing doors.
  • a preferred power supply unit which is the power supply unit of one of the elevator cars approaching the landing doors.
  • the connection is only present when this car is in operation. If this car is taken out of service, the question in question shaft door safety circuits are automatically connected to the power supply unit of another of the shaft doors approaching cars.
  • the design of the elevator installation according to the invention ensures that a non-operational opening of landing doors results in a hindrance to the drive of all the cars in the shaft, in whose operating area the open shaft door lies. Opening bay doors, however, is not the only safety-related event that can affect the ride of a car.
  • the elevator installation according to the invention can have further safety-relevant switching elements with the aid of which the operating states of the elevator installation can be monitored.
  • a safety-relevant switching device such as a proximity switch
  • a safety-relevant switching device can be made ineffective targeted to two cars approach each other consciously strong, with an appealing proximity switch while forming a safety-relevant switching device, but this specifically made ineffective, for example, can be bridged. If the two cars move away from each other again, the bridging should be disabled again. To ensure that such bridging is not unintentionally, for example due to a fault, maintained, the invention provides that when driving a first car with active associated bridging the ride of at least one second car is blocked.
  • the invention also relates to a method for controlling an elevator installation with at least one shaft in which at least two superimposed cars are movable up and down, wherein the shaft has several shaft doors and the cars each comprise at least one car door, and wherein the Ride the cars by means of a safety device with open shaft or car door is blocked.
  • the method according to the invention is characterized in particular by the fact that, after checking the individual car door states, the individual car positions and the shaft door states, the ride of the individual cars is cleared or blocked. For example, if an upper car is in an upper bay area, while a lower car is in a position in occupies a lower shaft area, the drive of the lower car can be released even if a shaft door is open in the upper shaft area, if this shaft door is outside the operating range of the lower car. However, if it is found that a shaft door is opened within the operating range of the lower car, the travel of the lower car is blocked, if the opening of this shaft door is not operationally carried out by the upper car.
  • the method according to the invention has the advantage that the travel of the cars which can be moved within the shaft is impeded as little as possible and the transport capacity of the elevator system can thereby be increased.
  • FIGS. 1 and 2 A first embodiment of an elevator installation according to the invention is shown in highly schematic form in FIGS. 1 and 2 and is generally designated by the reference numeral 10. It comprises two cars arranged one above the other in a shaft 12, namely an upper car 14 and a lower car Car 16, along a common lane on guides 11, 13 are individually movable up and down. To achieve a better overview of the shaft 12 is shown offset to the two cars 14 and 16 in the drawing.
  • the upper car 14 is coupled to a counterweight 19 via a support cable 18, and the lower car 16 is coupled via a support cable 21 to a counterweight 22.
  • Each car 14 and 16 is assigned a separate drive in the form of an electric drive motor 24 and 25, respectively, and a separate brake 28 and 29, respectively.
  • the drive motors 24 and 25 respectively drive a traction sheave 31 and 32, respectively, via which the carrier cables 18 and / or 21 are guided.
  • the upper car 14 has a car door 34 with two door leaves, the opening and closing state of monitoring means, in the illustrated embodiment of switching elements 35, is monitored.
  • the switching elements 35 have electrical contacts which are closed when the associated car door 34 is closed.
  • the electrical contacts of the switching elements 35 are open when the associated car door 34 is not closed. All switching elements 35 of the upper car 14 are connected in series with each other and form a car door safety circuit 37 of the upper car 14 explained below.
  • the lower car 16 has a car door 39 with two door leaves, whose opening and closing state is monitored by monitoring means in the form of electrical switching elements 40.
  • the switching elements 40 have electrical switching contacts which are closed when the associated vehicle door 39 is closed.
  • the electrical contacts of the switching elements 40 are open when the associated car door 39 is not closed is. All switching elements 40 of the lower car 16 are connected in series and form a car door safety circuit 42 of the lower car 16 explained in more detail below.
  • the shaft 12 each has at least one shaft door 44, which in the illustrated embodiment comprises two door leaves.
  • the opening and closing state of the shaft doors 44 is monitored by respective associated monitoring means having electrical contacts.
  • Each shaft door 44 additionally has blocking means, for example hook bolts, with signaling contacts.
  • the monitoring means and blocking means will hereinafter be referred to collectively as switching elements 45.
  • the electrical contacts of the switching elements 45 are closed when the associated shaft door 44 is closed and locked, the contacts are open when the associated shaft door 44 is not closed or not locked.
  • the interconnection of the electrical contacts of all the switching elements 45 of all shaft doors 44 forms a shaft door security unit 47 explained in more detail below and illustrated in FIG.
  • a car 14, 16 drives into a stop that can be operated by it in order to be loaded or unloaded there, then the car door is opened in a manner known per se and therefore not shown in the unlocking area, for example by means of an electric door drive. 39 opened.
  • the car door 34 or 39 causes the coupled shaft door 44 is unlocked and in the Synchronization with the car door 34 and 39 also opens.
  • the closing process takes place, in which case the shaft door 44 is locked in the closed position and the mechanical coupling between the car door 34 or 39 and the shaft door 44 is canceled again.
  • Each car 14 and 16 is assigned a separate power supply unit 49 or 50, which takes over the power supply of all the respective car 14 and 16 associated control and drive components.
  • the electric drive motors 24 and 25 and the brakes 28 and 29 of each car 14, 16 are supplied by the respectively associated power supply unit 49 and 50 with electrical energy.
  • the power supply unit 49 is connected via an electrical supply line 52 and a first current path 53 to the drive motor 24 and via the electrical supply line 52 and a second current path 54 with the brake 28 of the upper car 14 in electrical connection, wherein between the electrical supply line 52 and the The first current path 53, a first contact block 55 and a drive control 56 are connected, and between the electrical supply line 52 and the second current path 54, a second contact block 57 is connected.
  • the power supply unit 50 of the lower car 16 is connected via an electrical supply line 60 and a first current path 61 to the associated drive motor 25 and via the electrical supply line 60 and a second current path 62 with the associated brake 29, wherein between the electrical supply line 60th and the first current path 61, a first contact block 63 and a drive control 64 are connected, and between the electrical supply line 60 and the second current path 62, a second contact block 65 is connected.
  • Each of a car 14 and 16 associated first and second contact blocks 55, 57 and 63, 65 are electrically actuated by a respective car 14 and 16 associated driving contactor 67 and 69.
  • the upper car 14 associated first and second contact blocks 55, 57 in this case form the contactor contacts of the contactor 67
  • the lower car 16 associated first and second contact blocks 63, 65 form the contactor contacts of the contactor 69 from.
  • the safety chain 71 is formed by a shaft monitoring circuit 72 assigned to the upper car 14, the output contacts 74 of a shaft door safety circuit 75 assigned to the upper car 14, which is explained in greater detail below, and the car door safety circuit 37.
  • the shaft door monitoring circuit 72, the output contacts 74 and the car door Safety circuit 37 are connected in series with each other.
  • the upper car 14 associated with shaft monitoring circuit 72 is in this case designed in a conventional manner, it contains all the upper car 14 associated and incorporated in a safety loop safety switch, such as emergency limit switch, safety switch, buffer switch and the like. Not included in the shaft monitoring circuit 72, however, are the switching elements 35 of the car doors 34 of the upper car 14 and the switching elements 45 of all shaft doors 44th
  • a current flow from the power supply unit 49 to the contactor 67 only comes about when all electrical contacts of the safety chain 71 involved in the current flow are closed.
  • the current flow is interrupted as soon as only one of the current flow involved contact is open. If all contacts of the safety chain 71 are closed, the brake 28 of the upper car 14 is supplied by the power supply unit 49 via the electrical supply line 52 and the second current path 54 with electrical energy, so that the brake 28 is opened.
  • the drive motor 24 of the upper car 14 is supplied with electric power from the power supply unit 49 via the electric supply line 52 and the first current path 53, which can be rotated therewith to move the car 14.
  • the lower car 16 associated drive contactor 69 is connected via a safety chain 78 of the lower car 16 to the power supply unit 50.
  • the safety chain 78 is designed in a similar manner as the safety chain 71, it has a shaft monitoring circuit 79 known in the art, which is connected in series with output contacts 80 of a below explained in more detail, the lower car 16 associated shaft door safety circuit 81 and the switching elements 40th the car door safety circuit 42 of the lower car 16.
  • the shaft monitoring circuit 79 is formed in a similar manner as the shaft monitoring circuit 72. It contains all the lower car assigned to 16 and included in a safety loop safety switch, such as emergency limit switch, safety switch, buffer switch and the like. Not included in the shaft monitoring circuit 79, however, are the switching elements 40 of the car doors 39 of the lower car 16 and the switching elements 45 of all shaft doors 44th
  • a current flow from the power supply unit 50 to the contactor 69 only comes about when all electrical contacts of the safety chain 78 involved in the current flow are closed.
  • the current flow is interrupted as soon as only one of the current flow involved contact is open. If a current flow is established, then the associated first and second contact blocks 63, 65 are closed by the contactor 69, so that the brake 29 is connected to the power supply unit 50 via the electrical supply line 60 and the second current path 62 and thereby opens and the drive motor 25 via the electrical supply line 60 and the first current path 61 is supplied with electrical energy and thereby rotated to move the lower car 16.
  • the speed of the drive motor 25 can in this case in a conventional manner by the drive control 64, which may be configured for example in the form of a frequency converter, are regulated.
  • the upper car 14 associated drive control 56 allows a corresponding control of the speed of the drive motor 24 and may also be configured as a frequency converter.
  • the elevator system 10 has a system controller 85, which is connected via a signal line 86 with a rotary encoder 87, which is held against rotation on the drive shaft of the drive motor 24 of the upper car 14 and the plant controller 85 provides path pulses from which the system controller 85 in a conventional manner can determine the position of the upper car 14.
  • a signal line 86 is connected via a signal line 86 with a rotary encoder 87, which is held against rotation on the drive shaft of the drive motor 24 of the upper car 14 and the plant controller 85 provides path pulses from which the system controller 85 in a conventional manner can determine the position of the upper car 14.
  • a signal line 88 is the system controller 85 with a rotary encoder 89 in electrical connection, which is rotatably held on the drive shaft of the drive motor 25 of the lower car 16 and the plant control 85 provides path pulses from which the system controller 85, the position of the lower car 16 in can usually determine.
  • the system controller 85 is connected via a first control line 91 to a first, the upper car 14 associated bridging circuit 92 in electrical connection, which is connected in parallel to the car door safety circuit 37 and is controlled by the system controller 85.
  • a second bypass circuit 93 is used, which is connected via a second control line 94 to the system controller 85.
  • the bridging of the car door safety circuits 37 and 42 by means of the first and second lock-up circuit 92 and 93 makes it possible to open the car doors 34 and 39 when entering a stop in Entriegelungs Brady this stop, even before the car 14 or 16 the Flushing level of the respective stop has reached, so that the car 14 or 16 with already open car doors 34 and 39 can reach the flush level.
  • an opening of the car doors 34 and 39 results in that the car door safety circuit 37 or 42 is opened.
  • the interruption of the current flow to the contactor 67 or 69 can be prevented by means of the first and second bypass circuit 92 and 93, if provided by the system controller 85 in response to the respectively determined position of the upper and lower car 14, 16, a control signal becomes.
  • a control of the bypass circuit 92 or 93 means that their electrical contacts are closed and thus the lock-up is active. Thus, an open car door safety circuit 37 or 42 no longer leads to an interruption of the current flow to the associated drive contactor 67 or 69. However, if the associated lock-up circuit 92 or 93 is not actuated by the system control 85, then their contacts are open and thus the bypass is not active.
  • the locations of the cars 14 and 16 within the shaft 12 are known to the system controller 85 due to the provided by the respective rotary encoders 87 and 89 path pulses, and the control of the lock-up circuit 92 and 93 occurs only when the respective car 14 and 16 in the Unlocking of the stop to be approached is located.
  • the bridging circuits 92, 93 can also be used Output contacts 74 and 80 of the respective car 14 or 16 associated shaft door safety circuit 75, 81 are bridged by the bridging circuits 92 and 93 not via a connecting line 96, which allows only a bridging of the associated car door safety circuit 37 and 42, but via a connecting line 97, which is shown in dashed lines in Figure 1, are connected to the respective safety chain 71 and 78, wherein the connecting line 97 allows bridging not only the car door safety circuit 37 and 42, but also a bridging of the output contacts of respective shaft door Safety circuit 75 or 81.
  • the elevator system 10 is highly schematized with a total of eleven stops, with the lowest station should be located on the ground floor of a building and bearing the reference numeral 100, the next stop is located on the first floor and designated by reference numeral 101. The other stops are occupied by 102, etc., so that the stop carries the reference numeral 110 in the tenth floor.
  • the stops of the third to sixth floor are not shown in Figure 2, the configuration of the corresponding stops and the electrical wiring of the corresponding components in these stops is identical to the stops 102 or 107 explained below.
  • the located on the ground floor stop 100 can only be approached by the lower car 16 and the two uppermost stops 109 and 110 of the ninth and tenth floor only from the upper car 14, while the intervening stops 101st to be approached by 108 of both cars.
  • the operating area of the lower car 16 thus extends over the stops 100 to 108
  • the operating area of the upper car 14 extends over the stops 101 to 110
  • the entire shaft 12 can be in an upper shaft area with the stops 109 and 110 and in a common shaft area with the stops 101 to 108 and in a lower shaft area with the stop 100 are divided.
  • the stops of the lower and upper shaft areas can each be approached only by one of the two cars 14, 16, while the stops in the common shaft area of both cars are approached.
  • the switching elements 45 of all shaft doors 44 in their entirety form a shaft door security unit 47.
  • This has a shaft door safety circuit 75, which is associated with the upper car 14, and a Shaft door safety circuit 81 associated with the lower car 16.
  • the upper car 14 associated with the shaft door safety circuit 75 is connected to a switching unit 112 having the output contacts 74, and the shaft door safety circuit 81 of the lower car 16 is connected to a switching unit 114 with the output contacts 80.
  • the shaft door safety circuit 81 of the lower elevator car 16 is formed by a series connection of the switching elements 45 of the stops 101 to 108 and the stop 100 located in the groundlock, while the switching elements 45 of the stops located in the ninth and tenth upper floors 109 and 110 not in the shaft door Safety circuit 81 of the lower car 16 are involved.
  • the shaft door safety circuit 75 of the upper car 14 is formed by a series connection of the switching elements 45 of the stops 101 to 110, while the switching elements 45 of the ground floor stop 100 are not integrated into the shaft door safety circuit 75 of the upper car 14.
  • the power supply of the shaft door safety circuits 75 and 81 via a common supply line 116 and a common, connected to the switching units 112 and 114 return line 117 via contact blocks 119 and 120 optionally to the power supply unit 49 of the upper car 14 or the power supply unit 50 of the lower Car 16 are connectable.
  • the contact blocks 119 and 120 are controllable by a contactor 122 which is connected to the power supply unit 49 of the upper car 14. If the upper car 14 is in operation, its power supply unit 49 is active. This has the consequence that the contactor 122 is supplied with electrical energy and the both contact blocks 119 and 120 so controls that the common feed line 116 and the common return line 117 of the two shaft door safety circuits 75 and 81 are in electrical connection with the power supply unit 49.
  • the upper car 14 If, on the other hand, the upper car 14 is not in operation, its power supply unit 49 is switched off. This has the consequence that the contactor 122 is not supplied with electrical energy.
  • the contact blocks 119 and 120 then assume such a switching position that the supply line 116 and the return line 117 are in electrical connection with the power supply unit 50 of the lower car 16.
  • the shaft door safety circuits 75 and 81 are thus supplied in each case only by a single power supply unit 49 or 50 with electrical energy, wherein preferably the power supply unit 49 of the upper car 14 is used, provided that this car 14 is in operation.
  • the flow of current through the upper car 14 associated with the shaft door safety circuit 75 takes place from the supply line 116 via the series-connected switching elements 45 of the stops 101 to 108, which can be approached by both cars 14 and 16, as well as the switching elements 45 of the stops 109 and 110, which can be approached only by the upper car 14, and then via a current path 124 to the switching unit 112 and from there via the return line 117 to one of the two power supply units 49 or 50th
  • the flow of current over the lower car 16 associated shaft door safety circuit 81 is carried out from the supply line 116 via the switching elements 45 of the two cars 14, 16 approachable stops 101 to 108 and then via a current path 125 to the switching elements 45 of the lowest station 100 and then via the switching unit 114 to the return 117th
  • switching units 112 and 114 are supplied with electrical energy via the respectively assigned shaft door safety circuits 75 and 81, their output contacts 74 and 80 are closed. If the power supply of the switching units 112 or 114 is interrupted, then the respective output contacts 74 and 80 are opened.
  • the switching elements 45 of the shaft doors 44 which are arranged in the region of the stops 101 to 108 and can be approached by both cars 14 and 16, each have a separate, arranged in the region of the respective stop bridging unit 127 assigned, with their help, the respective switching element 45 ineffective made, namely can be electrically bridged.
  • the identically configured bridging units 127 each have two control channels, in that they are in electrical connection via a first input line 128 with a fork-shaped magnetic switch 129 arranged in the region of the respective stops 101 to 108 and are connected via a second input line 130 to a control element 132 of the system controller 85 are.
  • the bridging units 127 each have a first contact row 134 and a second contact row 135 whose switching positions are always identical. Each first contact row 134 is connected via an output line 137 to a feedback element 138 of the system controller 85 in electrical connection, and via the second contact row 135, the respective Studentsbrükkungsaku 127 associated switching element 45 of the shaft doors 44 can be bridged.
  • a bridging of a switching element 45 can only take place by means of the associated bridging unit 127 if both the magnetic switch 129 arranged in the region of the respective stop in the shaft 12 is actuated and a control signal is provided by the control element 132 via the second input line 130.
  • the actuation of the magnetic switch 129 is effected by means of switching lugs 140, which are fixed to the cars 14 and 16 and can be configured, for example in the form of a metal strip.
  • the mounting locations of the magnetic switch 129 in the shaft 12 in the region of the respective magnetic switch 129 associated stop on the one hand and the mounting location of a respective switching flag 140 on the cars 14 and 16 on the other hand are chosen so that a magnetic switch 129 is actuated only if one of the two Rides 14, 16 located in the unlocking of the respective magnetic switch 129 associated stop.
  • the two rows of contacts 134 and 135 are closed only when both control channels of the corresponding bridging unit 127 are driven simultaneously. Both rows of contacts 134 and 135 are open when only one channel or neither of the two channels is driven.
  • a closed contact row 135 of a bridging unit 127 bridges the switching elements 45 of all shaft doors 44 of the associated stop.
  • the contact row 134 has, as already explained, always the same switching position as the row of contacts 135. It is used to report the switching position of the contact row 135.
  • the system controller 85 is always informed about the switching position of all bridging units 127 and can Use information to control the flow of traffic of the cars 14 and 16 and intervene in case of error corrective in the traffic flow.
  • the operation of the bridging units 127 in connection with the traffic flow of the cars 14 and 16 is described below by way of example for the retraction of the elevator car 16 in the stop 101 located in the first upper lock:
  • the car 16 is initially outside the unlocking of the stop 101 and approaches this Stop with the intention to stop at the stop 101. If the car 16 has already reduced its speed so far, namely to a speed of less than 0.8 m / s, that the entry into the stop 101 can be released by the system control 85, and the car 16 is in the immediate vicinity of the unlocking area of the car Stop 101, namely at a distance of about 0.3 m from the flush level of this stop, then controls the system controller 85 via the second input line 130 to the first channel of the associated bridging unit 127.
  • the switching flag 140 dips into the fork of the magnetic switch 129, whereby the magnetic switch 129 via the first input line 128, the second channel of the same bridging unit 127 drives. If both channels of the stop 101 assigned to bridging unit 127 are activated, then the two rows of contacts 134 and 135 of the bridging unit 127 are closed. The closed contact row 135 bridges the switching elements 45 of all shaft doors 44 of the stop 101. The closed contact row 134 reports via the output line 137 to the feedback element 138 of the system controller 85 that the bridging of the switching elements 45 has taken place in station 101. The system controller 85 now releases the opening of the shaft door 44 in stop 101.
  • a shaft door 44 is additionally opened, for example manually with the aid of an emergency unlocking key in another stop, for example in the stop 107, with bridged switching elements 45 of the stop 101, this leads to an interruption of the actuation of the switching units 112 and 114 of the two shaft door safety circuits 75 and 81 and thus also for immediate maintenance of both cars 14 and 16.
  • a single shaft door safety unit 47 is used with switching elements 45 of all shaft doors 44 connected in series, and the bay door safety circuits 75 and 81 respectively associated with a car 14 or 16 each detect a subarea of the series connection of the switching elements 45.
  • the use of two electrically separate shaft door security units may be provided, each comprising a shaft door safety circuit, which is associated with a car.
  • 16 may be arranged a separate switching element 45 and 46, wherein the switching elements 45 and the switching elements 46 each form their own series circuit and thus a separate shaft door safety circuit.
  • both the switching elements 45 and the dashed lines shown in Figure 1 switching elements 46 each associated with a bridging unit, which only electrically is connected to the respective switching element 45 or 46, but of all the respective shaft door 44 approaching cars 14 and 16 can be activated.
  • Such a configuration has the advantage that the cars 14 and 16 could be electrically separated from each other circuits.
  • FIG. 3 schematically shows a second embodiment of an elevator installation according to the invention and is assigned the reference numeral 150 in its entirety. This is largely identical to that described above with reference to Figures 1 and 2 elevator system 10. For identical components, therefore, the same reference numerals are used in Figure 3 as in Figures 1 and 2. In order to avoid repetition in this respect to the above statements in full Referenced.
  • the upper car 14 has an approach switch 152, the switch contacts 153 of which are integrated into the shaft monitoring circuit 72 of the safety chain 71 assigned to the upper car 14, the switch contacts 153 being connected in series with other switching contacts known per se Safety circuit 72 are connected.
  • the button 155 thus forms in combination with the switching roller 154 and the associated proximity switch 152 a collision prevention direction, with the aid of which collisions of the two cars 14 and 16 can be prevented.
  • a very close approach of the two cars 14 and 16 may be desirable in certain cases.
  • the elevator system 150 a stationary held in the shaft 12 Invalid istsglied in the form of a bridging module 160 used with a normally open contact 161 and a normally closed contact 162.
  • the bridging module 160 is at a predetermined location within the shaft 12, at which a strong approximation of the two cars 14 and 16 should be allowed held, with the normally open contact 161 is connected in parallel with the switching contacts 153 of the proximity switch 152.
  • the bridging module 160 has a switch plunger 163, which can be actuated by a switching cam 164 fixed on the outside of the upper car 16. If the lock-up module 160 actuated by the switching plunger 163 by the switching element curve 164, this has the consequence that the normally open contact Closed 161 and at the same time the NC contact 162 is opened.
  • the NC contact 162 is integrated into the safety chain 78 of the lower car 16 and connected in series with the car door safety circuit 42. Together with the car door safety circuit 42, it can be bridged by the second bridging circuit 93.
  • the above-described embodiment of the elevator system 150 allows, for example, that the floor distance between the located on the ground floor stop 100 and located in the first upper lock station 101 can be chosen so low that in the case that the lower car 16 is in the stop 100 Although the proximity switch 152 is operated at the entrance of the upper car 14 in the stop 101, but this operation does not affect the flow of traffic.
  • the mounting location of the bridging module 160 within the shaft 12 of the elevator system 150 is selected so that when switching the car 14 in the stop 101, the switching cam 164 actuates the switch plunger 163 of the bridging module 160, so that then closed normally open contact 161, the switch contacts 153 of Bridged proximity switch 152 and at the same time the NC contact 162 assumes its open switching position.
  • the NC contact 162 remains in its open position.
  • the lower car 16 may still move within the stop 100, for example, can readjust as long as the system control 85 by driving the lock-up circuit 93, both the car safety circuit 42 and the normally closed contact 162 of the lower car 16 bridges but that the lower car 16 can not leave the stop 100 with the intention to approach another stop, since in this case the system controller 85 no longer controls the lock-up circuit 93 of the lower car 16, thus eliminating the lock-up and thus the open normally closed contact 162 interrupts the flow of current to the contactor 69. This results in an immediate stop of the lower car 16. The ride of the upper car 14 is, however, unaffected.

Claims (25)

  1. Installation d'ascenseur comprenant au moins une cage, dans laquelle peuvent se déplacer vers le haut et le bas deux cabines d'ascenseur superposées, la cage comportant plusieurs portes palières et les cabines d'ascenseur comportant chacune au moins une porte de cabine, et comprenant un dispositif de sécurité destiné à bloquer le déplacement des cabines d'ascenseur lorsque les portes palières ou portes de cabine sont ouvertes, caractérisée en ce que le dispositif de sécurité comporte au moins deux circuits de sécurité (37, 42, 75, 81), à chacun desquels est associé au moins une porte palière (44) et/ou une porte de cabine (34, 39), le déplacement d'au moins une cabine d'ascenseur (14, 16) pouvant être bloqué au moyen des circuits de sécurité (37, 42, 75, 81).
  2. Installation d'ascenseur selon la revendication 1, caractérisée en ce que la cage (12) comporte au moins une zone dont les portes palières (44) sont associées seulement à un circuit de sécurité (75 ; 81).
  3. Installation d'ascenseur selon la revendication 1 ou 2, caractérisée en ce que la cage (12) comporte au moins une zone dont les portes palières (44) sont associées à au moins deux circuits de sécurité (75, 81).
  4. Installation d'ascenseur selon la revendication 1, 2 ou 3, caractérisée en ce que les portes (34, 39) d'une cabine d'ascenseur (14, 16) sont associées seulement à un circuit de sécurité (37, 42).
  5. Installation d'ascenseur selon l'une quelconque des revendications précédentes, caractérisée en ce qu'au moins une cabine d'ascenseur (14) supérieure est apte à se déplacer dans une zone supérieure de la cage, comportant des portes palières (44), et en ce qu'au moins une cabine d'ascenseur (16) inférieure est apte à se déplacer dans une zone inférieure de la cage, comportant des portes palières (44), les portes de cabine (34) de ladite au moins une cabine d'ascenseur (14) supérieure, ainsi que les portes palières (44) de la zone supérieure de la cage étant associées à un ou plusieurs premiers circuits de sécurité (37, 75) et les portes de cabine (39) de ladite au moins une cabine d'ascenseur (16) inférieure, ainsi que les portes palières (44) de la zone inférieure de la cage étant associées à un ou plusieurs deuxièmes circuits de sécurité (42, 81).
  6. Installation d'ascenseur selon l'une quelconque des revendications précédentes, caractérisée en ce qu'au moins un circuit de sécurité forme un circuit de sécurité (75, 81) pour portes palières, auquel sont associées uniquement des portes palières (44), le circuit de sécurité (75, 81) pour portes palières permettant de bloquer uniquement le déplacement des cabines d'ascenseur (14, 16) dans la zone de service desquelles sont agencées les portes palières (44) associées.
  7. Installation d'ascenseur selon l'une quelconque des revendications précédentes, caractérisée en ce qu'au moins un circuit de sécurité forme un circuit de sécurité (37, 42) pour portes de cabine, auquel sont associées uniquement des portes de cabine (34 ; 39), le circuit de sécurité (37, 42) pour portes de cabine permettant de bloquer uniquement le déplacement des cabines d'ascenseur (14 ; 16) dont les portes (34, 39) sont associées au circuit de sécurité (37, 42) pour portes de cabine.
  8. Installation d'ascenseur selon la revendication 7, caractérisée en ce qu'à chaque circuit de sécurité (37, 42) pour portes de cabine sont associées respectivement seulement les portes de cabine (34, 39) d'une cabine d'ascenseur (14, 16).
  9. Installation d'ascenseur selon la revendication 7 en relation avec la revendication 6, caractérisée en ce qu'à chaque cabine d'ascenseur (14, 16) est associé un seul circuit de sécurité (37, 42) pour portes de cabine et un seul circuit de sécurité (75, 81) pour portes palières.
  10. Installation d'ascenseur selon la revendication 9, caractérisée en ce que les circuits de sécurité (37, 75 ; 42, 81) pour portes de cabine et portes palières, associés respectivement à une cabine d'ascenseur (14, 16), comportent des éléments de contrôle (35, 40, 45, 46) qui sont montés en série.
  11. Installation d'ascenseur selon la revendication 10, caractérisée en ce que sur chaque porte palière (44) est agencé, pour chaque cabine d'ascenseur (14 ; 16) s'arrêtant à cette porte palière (44), son propre élément de contrôle (45 ; 46) de la porte palière.
  12. Installation d'ascenseur selon l'une quelconque des revendications 6 à 11, caractérisée en ce que le déplacement d'une cabine d'ascenseur (14, 16) peut être bloqué par un circuit de sécurité pour portes palières (75, 81), auquel est associée au moins une porte palière (44) qui est située dans la zone de service de cette seule cabine d'ascenseur (14, 16), de même qu'au moins une porte palière (44), qui est agencée dans la zone de service de cette cabine d'ascenseur et d'au moins une autre cabine d'ascenseur (14, 16).
  13. Installation d'ascenseur selon l'une quelconque des revendications précédentes, caractérisée en ce qu'à l'arrêt d'une cabine d'ascenseur (14, 16) dans la zone d'une porte palière (44), le contrôle de la position d'ouverture et de la position de fermeture de cette porte palière (44) peut être mis hors service.
  14. Installation d'ascenseur selon la revendication 13, caractérisée en ce que le contrôle de la position d'ouverture et de la position de fermeture peut être mis hors service uniquement pour des portes palières (44) qui sont situées dans la zone de service d'au moins deux cabines d'ascenseur (14, 16).
  15. Installation d'ascenseur selon la revendication 13 ou 14, caractérisée en ce que le dispositif de sécurité destiné à contrôler la position d'ouverture et la position de fermeture des portes palières (44) et des portes de cabine (34, 39, 44) comporte des éléments de contrôle (35, 40, 45, 46) qui coopèrent chacun avec une porte palière (44) ou une porte de cabine (34, 39, 44), les éléments de contrôle (45, 46) des portes palières (44), dont le contrôle peut être mis hors service, pouvant être inactivés au moyen d'unités de shuntage (127).
  16. Installation d'ascenseur selon la revendication 15, caractérisée en ce que l'unité de shuntage (127) comporte un organe d'activation (129) qui peut être actionné par une cabine d'ascenseur (14, 16) s'arrêtant à la porte palière (44) concernée.
  17. Installation d'ascenseur selon la revendication 16, caractérisée en ce que l'organe d'activation est réalisé sous la forme d'un commutateur magnétique (129).
  18. Installation d'ascenseur selon la revendication 15, 16 ou 17, caractérisée en ce que l'unité de shuntage (127) peut être activée par un dispositif de commande (85) de l'installation d'ascenseur (100, 150).
  19. Installation d'ascenseur selon la revendication 18, caractérisée en ce que l'unité de shuntage (127) peut être activée par l'actionnement de son organe d'activation (129) au moyen d'une cabine d'ascenseur (14, 16) uniquement en cas de sollicitation simultanée par un signal de commande délivré par le dispositif de commande (85) de l'installation.
  20. Installation d'ascenseur selon l'une quelconque des revendications 6 à 19, caractérisée en ce que, lors de l'ouverture d'une porte palière (44) sans la présence d'une cabine d'ascenseur (14, 16) au point d'arrêt correspondant à la porte palière (44), tous les circuits de sécurité (75, 81) pour porte palière, associés à ce point d'arrêt, peuvent être déclenchés.
  21. Installation d'ascenseur selon l'une quelconque des revendications 9 à 20, caractérisée en ce que chaque cabine d'ascenseur (14, 16) est raccordée à une unité d'alimentation électrique (49, 50) séparée, et en ce que les circuits de sécurité (37, 42, 75, 81) pour portes de cabine et portes palières de chaque cabine d'ascenseur (14, 16) sont raccordés à l'unité d'alimentation électrique (49, 50) respective de la cabine d'ascenseur (14, 16), des circuits de sécurité (75, 81) pour portes palières avec des portes palières (44), qui sont situées dans la zone de service d'au moins deux cabines d'ascenseur (14, 16), pouvant être raccordés à l'unité d'alimentation électrique (49, 50) de seulement une des cabines d'ascenseur (14, 16) concernée.
  22. Installation d'ascenseur selon la revendication 21, caractérisée en ce que les circuits de sécurité (75, 81) pour portes palières, dont les portes palières (44) associées sont situées dans la zone de service de plusieurs cabines d'ascenseur (14, 16), peuvent être reliés automatiquement chacun à une unité d'alimentation électrique (49, 50) d'une cabine d'ascenseur (14, 16) prédéfinie, pour autant que cette cabine d'ascenseur (14, 16) soit en service.
  23. Installation d'ascenseur selon l'une quelconque des revendications précédentes, caractérisée en ce qu'à chaque cabine d'ascenseur (14, 16) est associé un circuit de contrôle de cage (72, 79), au moyen duquel le déplacement de la cabine d'ascenseur (14, 16) peut être bloqué en fonction de l'état des organes de commutation (153) significatifs pour la sécurité, un organe de shuntage (160) étant associé à au moins un organe de commutation (153) en vue d'inactiver l'organe de commutation (153), sachant qu'en cas de déplacement d'une première cabine d'ascenseur (14) avec un organe de shuntage (160) actif associé, le déplacement d'au moins une deuxième cabine d'ascenseur (16) peut être bloqué.
  24. Installation d'ascenseur selon la revendication 23, caractérisée en ce que le blocage de la deuxième cabine d'ascenseur (16) peut être supprimé au moyen du dispositif de commande (85) de l'installation.
  25. Procédé de commande d'une installation d'ascenseur (100, 150) comportant au moins une cage (12), dans laquelle peuvent se déplacer vers le haut et le bas deux cabines d'ascenseur (14, 16) superposées, la cage (12) comportant plusieurs portes palières (44) et les cabines d'ascenseur (14, 16) comportant chacune au moins une porte de cabine (34, 39, 44), et le déplacement des cabines d'ascenseur (14, 16) pouvant être bloqué au moyen d'un dispositif de sécurité lorsque la porte palière ou la porte de cabine est ouverte, caractérisé en ce que l'on peut bloquer séparément le déplacement de chaque cabine d'ascenseur (14, 16) en fonction de la position d'ouverture et de la position de fermeture de ses portes de cabine (34, 39), ainsi que de toutes les portes palières (44) et en fonction de la position de toutes les cabines d'ascenseur (14, 16) se déplaçant le long de la cage.
EP03720544A 2003-04-30 2003-04-30 Dispositif d'ascenseur et procede pour commander un dispositif d'ascenseur Revoked EP1618059B1 (fr)

Applications Claiming Priority (1)

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PCT/EP2003/004487 WO2004096690A1 (fr) 2003-04-30 2003-04-30 Dispositif d'ascenseur et procede pour commander un dispositif d'ascenseur

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EP1618059B1 true EP1618059B1 (fr) 2007-01-03

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EP (1) EP1618059B1 (fr)
JP (1) JP5010094B2 (fr)
KR (1) KR101157523B1 (fr)
CN (1) CN100436296C (fr)
AT (1) ATE350327T1 (fr)
DE (1) DE50306235D1 (fr)
ES (1) ES2280742T3 (fr)
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US1920369A (en) 1932-09-30 1933-08-01 Westinghouse Elec Elevator Co Elevator door operating system
ATE34154T1 (de) * 1984-10-09 1988-05-15 Inventio Ag Einrichtung zur steuerung von aufzuegen mit doppelkabinen.
JPS61166489A (ja) 1985-01-14 1986-07-28 三菱電機株式会社 エレベ−タ制御方式
US5107964A (en) * 1990-05-07 1992-04-28 Otis Elevator Company Separate elevator door chain
US5387769A (en) * 1993-06-01 1995-02-07 Otis Elevator Company Local area network between an elevator system building controller, group controller and car controller, using redundant communication links
JPH09110326A (ja) * 1995-07-31 1997-04-28 Otis Elevator Co エレベータかごの制御方法およびエレベータの制御機構
JPH09221285A (ja) 1996-02-16 1997-08-26 Mitsubishi Electric Corp エレベーターの安全装置
JP4190626B2 (ja) * 1998-10-23 2008-12-03 三菱電機株式会社 エレベータの安全装置
US6173814B1 (en) * 1999-03-04 2001-01-16 Otis Elevator Company Electronic safety system for elevators having a dual redundant safety bus
US6223861B1 (en) * 1999-08-30 2001-05-01 Otis Elevator Company Elevator hoistway access safety
AU7953101A (en) * 2000-08-07 2002-02-18 Inventio Ag Monitoring device for an elevator
JP4642200B2 (ja) * 2000-09-07 2011-03-02 三菱電機株式会社 エレベーター群管理制御装置
JP2002255460A (ja) * 2000-12-28 2002-09-11 Toshiba Corp エレベータシステムの運行制御方法および運行制御装置
DE10108772A1 (de) * 2001-02-23 2002-11-21 Otis Elevator Co Aufzugssicherheitseinrichtung
US6467585B1 (en) * 2001-07-05 2002-10-22 Otis Elevator Company Wireless safety chain for elevator system
US6603398B2 (en) * 2001-11-16 2003-08-05 Otis Elevator Company Hoistway access detection system

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8297409B2 (en) 2007-11-30 2012-10-30 Otis Elevator Company Coordination of multiple elevator cars in a hoistway
WO2010072658A1 (fr) 2008-12-26 2010-07-01 Inventio Ag Système d'ascenseur présentant un dispositif de sécurité
US8863910B2 (en) 2008-12-26 2014-10-21 Inventio Ag Elevator shaft door opening authorizing safety device
DE102012005541A1 (de) * 2012-03-21 2013-09-26 Aufzugswerke M. Schmitt & Sohn Gmbh & Co. Schachtsicherheitsvorrichtung sowie Aufzugsanlage

Also Published As

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US20060175135A1 (en) 2006-08-10
JP2004331397A (ja) 2004-11-25
US7178635B2 (en) 2007-02-20
KR101157523B1 (ko) 2012-06-22
WO2004096690A1 (fr) 2004-11-11
ATE350327T1 (de) 2007-01-15
KR20040094348A (ko) 2004-11-09
CN1771180A (zh) 2006-05-10
ES2280742T3 (es) 2007-09-16
EP1618059A1 (fr) 2006-01-25
JP5010094B2 (ja) 2012-08-29
CN100436296C (zh) 2008-11-26
DE50306235D1 (de) 2007-02-15

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