EP1935827B1 - Aufzugssystem - Google Patents

Aufzugssystem Download PDF

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Publication number
EP1935827B1
EP1935827B1 EP07122666A EP07122666A EP1935827B1 EP 1935827 B1 EP1935827 B1 EP 1935827B1 EP 07122666 A EP07122666 A EP 07122666A EP 07122666 A EP07122666 A EP 07122666A EP 1935827 B1 EP1935827 B1 EP 1935827B1
Authority
EP
European Patent Office
Prior art keywords
support means
fastening point
lift cage
strand
means strand
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.)
Not-in-force
Application number
EP07122666A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP1935827A1 (de
Inventor
Hans Kocher
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.)
Inventio AG
Original Assignee
Inventio 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
Application filed by Inventio AG filed Critical Inventio AG
Priority to EP07122666A priority Critical patent/EP1935827B1/de
Publication of EP1935827A1 publication Critical patent/EP1935827A1/de
Application granted granted Critical
Publication of EP1935827B1 publication Critical patent/EP1935827B1/de
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B7/00—Other common features of elevators
    • B66B7/06—Arrangements of ropes or cables
    • 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
    • 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
    • B66B11/00—Main component parts of lifts in, or associated with, buildings or other structures
    • B66B11/04—Driving gear ; Details thereof, e.g. seals
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B7/00—Other common features of elevators

Definitions

  • the invention relates to an elevator system according to the preamble of claim 1.
  • Such an elevator system is, for example US-A-1911834 known.
  • Elevator systems of this type are known per se, for example from the EP 1 329 412 A1 ,
  • the elevator system described therein has two elevator cars in a common elevator shaft, each with a drive and with only one common counterweight.
  • a disadvantage of this known system is, inter alia, that each of the elevator cars are not balanced due to the special suspension. This can lead to friction and wear on guide rails if the elevator cars are loaded asymmetrically. In addition, audible or percussive beats can occur while driving.
  • the object of the invention is therefore to propose an elevator system of the type mentioned, with which the disadvantages of the prior art are avoided.
  • FIGs. 1A, 1B and 1C show a first embodiment of an elevator system 10 according to the invention. These are highly schematic side views or sections, by means of which the basic elements of the invention will be explained.
  • a lower elevator car K1 and an upper elevator car K2 of the new elevator system 10 are located one above the other in a common elevator shaft 11 in which they can move independently of each other.
  • the counterweight 12 is suspended from an upper counterweight deflection roller assembly 12.1 in a so-called 2: 1 suspension.
  • the term of a counterweight deflection roller is also to be understood as meaning a roller arrangement having more than one roller.
  • first drive M1 for the lower elevator car K1 and a second drive M2 for the upper elevator car K2.
  • a first traction sheave 13.1 is coupled to the first drive M1
  • a second traction sheave 13.2 is coupled to the second drive M2.
  • the lower elevator car K1 is associated with a first deflection roller 14.1 and the upper elevator car K2 with a second deflection roller 14.2, both of which are located in the upper region of the elevator shaft 11.
  • the lower elevator car K1 has in its upper area on the left a first attachment point 15.1 and on the right a second attachment point 15.11.
  • the upper elevator car K2 has, also in its upper area on the right a third attachment point 15.2 and left a fourth attachment point 15:22.
  • the elevator cars K1 and K2 are suspended in a so-called 1: 1 suspension on flexible support means TA, TB, as will be described in detail below.
  • the suspension elements consist essentially of a first suspension element strand TA and a second suspension element strand TB, each of which has a first and a second end.
  • the suspension element strands TA, TB are fixed to the elevator cars K1 and K2, such that each of the elevator cars K1 and K2 is suspended on each of the suspension element strands TA and TB.
  • each of the suspension element strands TA and TB is formed by two or more parallel suspension element elements, for example by two straps or two cables.
  • each suspension element strand TA and TB may also comprise only one strap or one rope.
  • the supporting structure of these suspension element strands TA and TB is advantageously made of steel, aramid or Vectran.
  • the first suspension element strand TA is fastened with its first end to the first attachment point 15.1 on the lower elevator car K1, runs from there upwards to the first deflection roller 14.1, and further to the right to the first traction sheave 13.1, around which he guided with a wrap angle of at least 90 ° is.
  • the second suspension element strand TB is fastened with its first end to the second attachment point 15.11 on the lower elevator car K1 and runs from there upwards to the first traction sheave 13.1, around which it is guided with a wrap angle of at least 180 °.
  • the two suspension element strands TA and TB run parallel from the traction sheave 13.1 down to the upper counterweight deflection roller 12.1, where they are deflected by 180 °.
  • the two suspension element strands TA and TB jointly run upwards to the top second traction sheave 13.2.
  • the first suspension element strand TA is guided at a wrap angle of at least 180 ° about the second traction sheave 13.2.
  • the second suspension element strand TB is guided at a wrap angle of at least 90 ° about the second traction sheave 13.2.
  • the first suspension element strand TA runs down to the third attachment point 15.2 on the upper elevator car K2, to which its second end is fastened. Also of the second traction sheave 13.2 of the second suspension element strand TB runs to the left to the deflection roller 14.2 and then to the fourth attachment point 15.22 on the upper elevator car K2, at its second end is attached.
  • Fig. 1C and 6 show how the force is introduced by the suspension element strands TA and TB for each of the elevator cars K1 and K2 at least approximately centrally symmetrical, such that a tendency of the elevator cars to tilt is counteracted by lying in the median plane E1 horizontal tilting axis.
  • This type of suspension is also referred to here as a balanced suspension, which is intended to ensure that even with asymmetrical loading of the elevator cars K1 or K2 tilting of the same is prevented, or that the extent of tilting is kept within reasonable limits.
  • the Fig. 1A . 2 . 3A . 4 and 5 show an advantageous arrangement of the traction sheaves 13.1 and 13.2 in the upper region of the elevator shaft.
  • the traction sheaves 13.1 and 13.2 are vertical, that is, with horizontal axes A1 and A2, as out Fig. 6 visible, arranged.
  • a particularly favorable arrangement with a conflict-free guidance of the suspension element strands TA and TB is obtained by arranging the drives M1 and M2 offset in height one above the other, wherein the offset advantageously corresponds at least to the radius of the traction sheaves 13.1 and 13.2.
  • the suspension element strands TA, TB to some extent their places, that is, the suspension element TA is attached to the lower elevator car K1 left and to the upper elevator car K2 right, and the suspension element strand TB is on the lower elevator car K1 right and on the upper elevator car K2 attached to the left.
  • the suspension element strands TA, TB but can also be arranged uncrossed.
  • a guide device for the vertical guidance of the cabins K1 and K2 in the elevator shaft 11 comprises two stationary guide rails 19, which extend vertically along opposite sides of the elevator shaft 11 and are fastened in a manner not shown.
  • the guide device also includes guide bodies, not shown.
  • On both sides of each of the cabins K1 and K2 preferably two guide bodies are mounted in a vertically aligned arrangement, which cooperate with the respective guide rails 19.
  • the guide bodies on each side of the cabins K1 and K2 are advantageously mounted in as large a vertical distance as possible.
  • the configuration according to the invention is such that the counterweight 12 is arranged in the region of one of the guide rails 19 and also vertically guided along this guide rail 19 on counterweight guide rails, not shown, wherein the guide rail 19 between the cabins K1 and K2 on the one hand and the counterweight 12th on the other hand is arranged.
  • Fig. 2 shows a second embodiment of the invention. This includes all with respect to the Figs. 1A, 1B and 1C described constructive elements and an additional device (also known as balancing device (ASS)) to better stretch the suspension element strands TA and TB and better manage the elevator cars K1 and K2 and the counterweight 12.
  • ASS balancing device
  • the elevator system 10 includes for this purpose a lower counterweight pulley 12.2, which is suspended at the bottom of the counterweight 12.
  • a lower counterweight pulley 12.2 which is suspended at the bottom of the counterweight 12.
  • At the bottom of the lower elevator car K1 are located at the bottom left a fifth attachment point 15.3 and right below a sixth attachment point 15.33.
  • At the bottom of the upper elevator car K2 are located at the bottom right a seventh attachment point 15.4 and lower left an eighth attachment point 15.44.
  • auxiliary roller 16.1 there are two deflecting rollers in the lower area of the shaft 11 on the left, which are designated as the first auxiliary roller 16.1 and as the second auxiliary roller 16.2. Further, two further deflecting rollers are provided, which are referred to as third auxiliary roller 17.1 and fourth auxiliary roller 17.2.
  • the elevator system 10 according to Fig. 2 Clamping means, which consists essentially of a first tensioning medium strand SA and a second tensioning medium strand SB.
  • the first tensioning medium strand SA is fastened with its first end to the fifth attachment point 15.3 of the lower elevator car K1 and runs from there to the auxiliary rollers 16.1 and 17.1.
  • the second tensioning means SB is attached at its first end to the sixth attachment point 15.33 of the lower elevator car K1 and runs from there to the auxiliary roller 17.1.
  • the two tensioning means strands SA and SB then run together from the deflection roller 17.1 to the lower counterweight deflection roller 12.2, where they are deflected and subsequently guided together to the auxiliary roller 17.2.
  • the first tensioning medium strand SA runs upwards to the seventh fastening point 15.4 of the upper elevator car K2.
  • the second tensioning means SB runs to the auxiliary roller 16.2 and from there upwards to the eighth fastening point 15.44 of the upper elevator car K2.
  • the exchange of place of the suspension element strands TA and TB with reference to Fig. 1 is stated, also applies to a crossing of the tensioning means strands SA and SB.
  • each of the tensioning means strands SA, SB is formed by two or more parallel clamping means elements, such as by two belts or two cables.
  • each suspension element strand SA, SB may also comprise only one belt or one rope.
  • the load-bearing structure of these suspension element strands SA, SB is advantageously made of steel, aramid or Vectran.
  • tensioning aids are preferably provided in or on the shaft 11 in order to be able to mechanically tension the tensioning means strands SA, SB. These tensioning aids are not shown in the figures.
  • the first and second attachment areas 15.1, 15.11 and the fifth and sixth attachment areas 15.3, 15.33 are either located respectively on a lower area or upper area of the cabin K1, as in FIG Fig. 2 shown, or together in the lower or upper area of the cabin K1, as in FIGS. 3A and 3B shown. If the first and second attachment regions 15.1, 15.11 are located in the upper region of the cabin K1 and the fifth and sixth attachment regions 15.3, 15.33 in the lower region of the cabin K1, the advantage lies in the use of shorter suspension element strands TA, TB. In principle, a reverse arrangement of the first and second attachment regions 15.1, 15.11 in the lower and the fifth and sixth attachment regions 15.3, 15.33 in the upper region of the cabin K1 is possible.
  • the force-introducing structure consists essentially of a simple bar.
  • Analogous reasoning also applies to the third, fourth, seventh and eighth attachment areas 15.2, 15.22, 15.4, 15.44, located either together at the top or bottom of the cabin K2, as in FIG FIGS. 3A and 3C shown, or in each case in an upper area or lower area B2 of the cabin K2, as in Fig. 2 shown are located.
  • the seventh and eighth attachment areas 15.4, 15.44 are located in the lower area B2 of the cabin K2 and the third and fourth attachment areas 15.2, 15.22 are located in the upper area of the cabin K2, the advantage lies in the use of shorter tensioner strands SA, SB.
  • a reverse arrangement of the third and fourth attachment regions 15.2, 15.22 in the lower and the seventh and eighth attachment regions 15.4, 15.44 in the upper region of the cabin K2 is also possible here.
  • the seventh and eighth attachment areas 15.4, 15.44 together with the third and fourth attachment areas 15.2, 15.22 are located in the upper or lower area of the cabin K2, the advantage lies in the simple construction of the cabin K1.
  • the force-introducing structure consists essentially of a simple
  • FIG. 2 . 3A, 3B and 3C shown positioning types of the mounting portions 15 are analogous to the following in Fig. 4 and 5 shown embodiments applicable.
  • FIG. 4 and 5 also with an ASS system according to Fig. 2 . 3A, 3B, 3C can be equipped.
  • Fig. 4 shows a similar embodiment as Fig. 1 Although without the shaft 11, but with a different leadership of the suspension element strands TA and TB to improve their traction or to ensure their traction by a wrap angle of the suspension element strands TA, TB to the Traction sheaves of more than 90 ° and preferably from 180 ° to 270 °.
  • the first suspension element strand TA from the first fastening point 15.1 on the lower elevator car K1 upwards and around the deflection roller 14.1 and from there to the right to the first traction sheave 13.1.
  • the first suspension element strand TA is then in a first wrapping phase as in the arrangement according to Fig. 1 by 90 °, and then guided by a further 90 ° to the first traction sheave 13.1. From there it comes to the left and thus back to the guide pulley 14.1 and from this again to the right to the first traction sheave 13.1, by which he is now again guided in a second loop phase along at least 90 °.
  • the total wrap angle of the first suspension element strand TA to the first traction sheave 13.1, according to Fig. 1 90 °, is now according to Fig. 4 270 °. Of this, 180 ° is attributable to the first wrapping phase and 90 ° to the second wrapping phase. Of the first traction sheave 13.1 of the first suspension element strand TA runs down to the counterweight pulley 12.1 and then up to the second traction sheave 13.2. The first suspension element line TA is then guided along the traction sheave 13.2 along 180 ° and finally reaches the third attachment point 15.2 on the upper elevator car K2.
  • the second suspension element strand TB runs from the second attachment point 15.11 on the lower elevator car K1 around the first traction sheave 13.1, wherein its wrap angle around the first traction sheave 13.1 is 180 °.
  • the second suspension element strand TB runs together with the first propellant strand TA to the upper counterweight deflection roller 12.1 and from this upwards to the second traction sheave 13.2.
  • the second suspension element strand TB is guided in a first wrapping phase with a wrap angle of 90 ° about the second traction sheave 13.2.
  • the second propellant strand TB then passes to the left to the guide roller 14.2, where it is deflected by 180 ° and thus returned to the second drive pulley 13.2 to the right.
  • a second wrapping phase it is again guided around the traction sheave 13.2, this time with a wrap angle of 180 °. Further, it is once again led to the left to the guide roller 14.2, and from this it finally reaches down to the fourth attachment point 15.22 of the upper elevator car K2.
  • the total wrap angle of the second suspension element strand TB to the second traction sheave 13.2, according to Fig. 1 90 °, is now according to Fig. 4 270 °. Of this, 90 ° is attributable to the first wrapping phase and 180 ° to the second wrapping phase.
  • Fig. 5 shows a further embodiment of the new elevator system 10, in which also, as shown in FIG Fig. 4 , Wrap around the traction sheaves 13.1, 13.2 can be achieved by more than 90 °, this being in Fig. 5 only with respect to the upper elevator car K2 and the second traction sheave 13.2 is shown. Shown are the upper elevator car K2, the counterweight 12 with the upper counterweight pulley 12.1, the pulley 14.2, the traction sheave 13.2 and those Trumms the suspension element strands TA and TB, between the attachment points 15.2 and 15.22 on the one hand and the upper counterweight pulley 12.1 are located. In the Fig. 5 embodiment shown has additional pulleys 14.3 and 14.4.
  • the first suspension element strand TA runs, starting from the third fastening point 15.2, up to the deflection roller 14.4 and on to the traction sheave 13.2, along which it is guided in a first looping phase by approximately 90 °. From there, the first suspension element strand TA runs down to the deflection roller 14.3 and again to the traction sheave 13.2, along which it is now guided in a second looping phase by about 180 °. Overall, the suspension element strand TA rotates about the traction sheave 13.2 so 270 °. From the traction sheave 13.2 of the suspension element strand TA runs down to the counterweight pulley 12.1.
  • the second suspension element strand TB runs upwards to the deflection roller 14.2 and further to the traction sheave 13.2, about which it is guided by approximately 90 ° in a first looping phase. From there, the second suspension element strand TB runs down to the deflection roller 14.3 and again to the traction sheave 13.2, along which it is now guided in a second deflection phase by about 180 °. Overall, the suspension element strand TB rotates around the traction sheave 13.2 by 270 °. Subsequently, the second suspension element strand TB, together with the first suspension element strand TA, runs down to the counterweight deflection roller 12.1. The further course of the suspension element strands TA and TB is not shown, but it is apparent to any person skilled in the art from the above description.
  • Fig. 6 is an enlarged view of the Fig. 1B in which details are shown, in Fig. 1B not appear or not clear.
  • the vertical center plane E1 which is defined by the two longitudinal axes of the guide rails 19, and the vertical center plane E2 perpendicular to it, are shown.
  • the two center planes E1 and E2 intersect in a vertical central axis, which in Fig. 6 only visible as the top X point.
  • Both the first attachment point 15.1 and the second attachment point 15.11 on the lower elevator car K1 are spaced from the first center plane E1, namely by distances s1 which are equal or at least approximately equal.
  • the two attachment points 15.1, 15.11 lie on opposite sides of the first center plane E1 and the second center plane E2 to achieve the balanced suspension of the lower cabin K1.
  • they are rotationally symmetric or at least with respect to a point on the vertical central axis arranged approximately rotationally symmetrical.
  • a uniform distance s1 with respect to the plane E1 is sufficient.
  • the third attachment point 15.2 and the fourth attachment point 15.22 at the upper elevator car K2 are spaced from the first center plane E1, by distances s2, which are the same or at least approximately equal.
  • the two attachment points 15.2, 15.22 lie on opposite sides of the first center plane E1 and the second center plane E2 and in each case on other sides of the two center planes than the attachment points 15.1 and 15.11.
  • This arrangement also achieves a balanced suspension.
  • they are rotationally symmetrical with respect to the point X on the vertical central axis or at least approximately rotationally symmetrical.
  • a uniform distance s2 with respect to the plane E1 is sufficient.
  • the first traction sheave 13.1 has a first axis A1
  • the second traction sheave 13.2 has a second axis A2.
  • the deflection roller 14.1 has a third axis A3, the deflection roller 14.2 a fourth axis A4.
  • the projections of the first axis A1 and the second axis A2 intersect at a point P on the first center plane E1 and enclose an angle W.
  • This angle W is preferably between 180 degrees and 90 degrees.

Landscapes

  • Engineering & Computer Science (AREA)
  • Civil Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Structural Engineering (AREA)
  • Lift-Guide Devices, And Elevator Ropes And Cables (AREA)
  • Elevator Control (AREA)
  • Types And Forms Of Lifts (AREA)
  • Cage And Drive Apparatuses For Elevators (AREA)
EP07122666A 2006-12-14 2007-12-07 Aufzugssystem Not-in-force EP1935827B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP07122666A EP1935827B1 (de) 2006-12-14 2007-12-07 Aufzugssystem

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP06126177 2006-12-14
EP07122666A EP1935827B1 (de) 2006-12-14 2007-12-07 Aufzugssystem

Publications (2)

Publication Number Publication Date
EP1935827A1 EP1935827A1 (de) 2008-06-25
EP1935827B1 true EP1935827B1 (de) 2013-03-27

Family

ID=38002001

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07122666A Not-in-force EP1935827B1 (de) 2006-12-14 2007-12-07 Aufzugssystem

Country Status (15)

Country Link
EP (1) EP1935827B1 (ru)
JP (1) JP5169184B2 (ru)
KR (1) KR20080055706A (ru)
CN (1) CN101205037B (ru)
AU (1) AU2007242955B2 (ru)
BR (1) BRPI0705020A (ru)
CA (1) CA2613937A1 (ru)
HK (1) HK1122783A1 (ru)
MX (1) MX2007014956A (ru)
MY (1) MY149179A (ru)
NZ (1) NZ563709A (ru)
RU (1) RU2443619C2 (ru)
SG (1) SG144079A1 (ru)
TW (1) TWI398397B (ru)
ZA (1) ZA200710588B (ru)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105658564A (zh) * 2013-09-30 2016-06-08 蒂森克虏伯电梯股份公司 升降机设备

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Publication number Priority date Publication date Assignee Title
CN101863405A (zh) * 2010-06-21 2010-10-20 宁波华夏一品电梯有限公司 一种单井道内双轿厢互为对重的曳引式电梯
CN103072877A (zh) * 2013-01-28 2013-05-01 舒马克电梯（张家港）有限公司 一种单井道双轿厢电梯
CN103693535A (zh) * 2013-12-17 2014-04-02 苏州久德机电科技有限公司 电梯曳引装置
SG11202000750VA (en) * 2017-08-17 2020-02-27 Inventio Ag Elevator system
CN108358025A (zh) * 2018-01-16 2018-08-03 日立电梯(上海)有限公司 可调节双轿厢
WO2023223554A1 (ja) * 2022-05-20 2023-11-23 三菱電機株式会社 エレベーター装置及びその改修方法
WO2024028358A2 (en) * 2022-08-01 2024-02-08 Dover Europe Sàrl A labelling machine and carrier

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US931962A (en) * 1908-05-01 1909-08-24 James Rountree Disappearing bed.
US1763198A (en) * 1926-12-31 1930-06-10 Westinghouse Electric & Mfg Co Dual elevator system and control
US1911834A (en) * 1931-02-26 1933-05-30 Otis Elevator Co Elevator system
US1837643A (en) * 1931-03-28 1931-12-22 Otis Elevator Co Elevator system
US4753322A (en) * 1986-06-03 1988-06-28 Otis Elevator Company Triple-wrap traction arrangement
DE9201374U1 (de) * 1992-02-05 1992-04-02 C. Haushahn GmbH & Co, 7000 Stuttgart Seilspannsystem für Aufzüge
US5699879A (en) * 1996-05-06 1997-12-23 Sakita; Masami Elevator system
WO2002030801A1 (fr) * 2000-10-10 2002-04-18 Mitsubishi Denki Kabushiki Kaisha Dispositif d'ascenseurs
FI112350B (fi) * 2001-10-29 2003-11-28 Kone Corp Hissijärjestelmä
JP2005089086A (ja) * 2003-09-17 2005-04-07 Mitsubishi Electric Corp エレベーター装置
JP2006036487A (ja) * 2004-07-28 2006-02-09 Toshiba Elevator Co Ltd エレベータ装置
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JP4861676B2 (ja) * 2005-10-24 2012-01-25 株式会社日立製作所 エレベーター装置

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105658564A (zh) * 2013-09-30 2016-06-08 蒂森克虏伯电梯股份公司 升降机设备
CN105658564B (zh) * 2013-09-30 2017-10-24 蒂森克虏伯电梯股份公司 升降机设备

Also Published As

Publication number Publication date
MY149179A (en) 2013-07-31
SG144079A1 (en) 2008-07-29
CN101205037B (zh) 2010-06-16
MX2007014956A (es) 2009-02-12
ZA200710588B (en) 2008-11-26
KR20080055706A (ko) 2008-06-19
CN101205037A (zh) 2008-06-25
JP2008150213A (ja) 2008-07-03
RU2443619C2 (ru) 2012-02-27
AU2007242955A1 (en) 2008-07-03
BRPI0705020A (pt) 2008-08-12
TW200833593A (en) 2008-08-16
EP1935827A1 (de) 2008-06-25
CA2613937A1 (en) 2008-06-14
AU2007242955B2 (en) 2013-08-29
NZ563709A (en) 2009-06-26
HK1122783A1 (en) 2009-05-29
RU2007146373A (ru) 2009-06-20
JP5169184B2 (ja) 2013-03-27
TWI398397B (zh) 2013-06-11

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