EP2108000B1 - Cabine d'ascenseur dotée d'un dispositif de freinage installé dans la zone de la cabine d'ascenseur destiné au maintien et au freinage de la cabine d'ascenseur, installation d'ascenseur dotée d'au moins une telle cabine d'ascenseur et procédé de maintien et de freinage d'une cabine d'ascenseur - Google Patents

Cabine d'ascenseur dotée d'un dispositif de freinage installé dans la zone de la cabine d'ascenseur destiné au maintien et au freinage de la cabine d'ascenseur, installation d'ascenseur dotée d'au moins une telle cabine d'ascenseur et procédé de maintien et de freinage d'une cabine d'ascenseur Download PDF

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Publication number
EP2108000B1
EP2108000B1 EP07857826.7A EP07857826A EP2108000B1 EP 2108000 B1 EP2108000 B1 EP 2108000B1 EP 07857826 A EP07857826 A EP 07857826A EP 2108000 B1 EP2108000 B1 EP 2108000B1
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EP
European Patent Office
Prior art keywords
brake
force
actuator force
connection means
lift car
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.)
Active
Application number
EP07857826.7A
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German (de)
English (en)
Other versions
EP2108000A1 (fr
Inventor
Andreas Emmerich
Bernward Bayer
Karl-Hermann Tegge
Stefan Johannes Schmitt
Georg Halasy-Wimmer
Andreas Pohlmann
Johann Jungbecker
Steffen Grundmann
Gert Silberhorn
Hans Kocher
Michael STÜBLI
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.)
Continental Teves AG and Co OHG
Original Assignee
Continental Teves AG and Co OHG
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Publication date
Application filed by Continental Teves AG and Co OHG filed Critical Continental Teves AG and Co OHG
Priority to EP07857826.7A priority Critical patent/EP2108000B1/fr
Publication of EP2108000A1 publication Critical patent/EP2108000A1/fr
Application granted granted Critical
Publication of EP2108000B1 publication Critical patent/EP2108000B1/fr
Active 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
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/16—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well
    • B66B5/18—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B17/00—Hoistway equipment
    • B66B17/34—Safe lift clips; Keps

Definitions

  • the invention relates to an elevator car with a brake device arranged in the region of the elevator car for holding and braking the elevator car, an elevator installation with such an elevator car, and a method for holding and braking such an elevator car.
  • An elevator system essentially serves the vertical transport of goods or persons.
  • the elevator installation includes for this purpose one or more elevator cars, for receiving the goods or persons, which elevator car can be moved along a guideway.
  • the elevator installation is installed in a building and the elevator car transports goods or persons from and to different floors of this building.
  • the elevator system is installed in a drive shaft of the building and it contains in addition to the elevator car suspension means which connect the elevator car with a counterweight. By means of a drive which acts selectively on the support means, directly on the elevator car or on the counterweight, the elevator car is moved.
  • the guideway to guide the elevator car is often a guide rail, which is attached to the building, or in the chute.
  • Such elevator systems are equipped with braking systems, which on the one hand hold the elevator car in a floor stop and / or can decelerate and hold the elevator car in the event of a fault.
  • the braking system cooperates for the purpose of braking with a braking track, which is usually integrated in the guide rail.
  • Such elevator system can of course be arranged outside the building, in which case the guide rails can be part of a scaffold.
  • Conventional safety gears are not designed to be able to hold the elevator car in a holding position, for example for loading the elevator car, since they can only be put into operation again by a service specialist.
  • a braking device to an elevator car which is arranged in the region of the elevator car and which can be used for holding and braking.
  • the braking device shown there includes a fluidic brake unit which can cooperate with a brake rail, an actuating device which can actuate the brake unit and a connecting means which connects the brake unit with the brake unit in a force-active manner.
  • the actuating device is a hydraulic pressure station, which is connected via hydraulic connecting means to individual brake units and thereby the hydraulic Brake units activated by force.
  • Force-active means that a generated in the actuator hydraulic pressure actively defines a resulting in the brake unit contact pressure of brake pads to the brake rail.
  • This solution uses hydraulic pressure generators. This is expensive and expensive in procurement and maintenance. Such components are also noisy and safety precautions must be taken to limit the effects of leaks.
  • An elevator car according to the preamble of claim 1 is in GB-A-1111425 disclosed.
  • the object of the invention is now to provide a braking device which can be quickly brought into use in an irregularity in the operation of an elevator car and quickly brought back into its ready position after their use.
  • the device should be quiet and easy to use.
  • An elevator car arranged in a driving shaft is equipped with a braking device for holding and braking the elevator car.
  • the braking device consists of a brake unit which, with appropriate operation, can cooperate with a brake rail.
  • the braking device further includes a Actuating device, which can produce an actuator force FA, and a connecting means, which connects the actuating device for transmitting the actuator force FA with the brake unit.
  • a force-active connection means that the brake unit generates a contact force FN and thus ei-ne, resulting from a Bremsreibwert, resulting braking force, which is directly dependent on the Aktuatorkraft FA.
  • a small contact force FN thus causes a small braking force
  • a large actuator force FA causes a correspondingly large contact force FN.
  • the connecting means is now a traction means and the brake unit is designed in such a way that it is in the open position in the unloaded position, ie when no actuator force FA is present.
  • Open position means the braking device, or, the brake unit does not brake.
  • pulling means advantageously a pull rope, a pull rod or a pull chain is used.
  • the advantage of this invention is that in an irregularity in the operation of an elevator car, the braking device by means of the mechanical connection means, or the traction means quickly brought into use and can be quickly brought back into their ready position after ih rem use.
  • the brake unit is designed such that it, when no Aktuatorkraft FA is present, in the open position, and the connecting means is carried out by the traction means, as a quick and safe operation and also a slight provision can be made.
  • this device is very quiet, since during operation of the elevator system no pumps or the like must be in operation.
  • the decor is simple in the Application, as it can be easily checked and understood by a professional. This arises already from the fact that the principle of this braking device has long been known and proven in bicycles.
  • this braking device is arranged in the area of the elevator car.
  • the braking device can be easily used to hold the elevator car in a floor or the braking device can in an unexpected behavior of the elevator car, if they are suddenly slipped away, for example, in the open floor access. Thanks to the simple operation, the braking device can be easilytechnischge sets.
  • the brake rail is a component of a guide rail on which the elevator car is guided along.
  • the location of the braking device is arbitrary. It can be built up or underneath the elevator car or below the elevator car, or it can be integrated in the elevator car structure, for example in a canopy, cabin floor or in side walls.
  • the braking device has at least two brake units, which are advantageously arranged on opposite boundary edges of the elevator car and which cooperate with a respective brake, or guide rail.
  • the actuating device generates an actuator force FA for actuating the brake units (9), this actuator force FA being transmitted substantially symmetrically to the brake units by means of connecting means.
  • the actuating device is essentially centrally located in the middle between two brake units, wherein in each case a first connecting means with a first brake unit and a second connecting means with a second brake unit is connected.
  • This embodiment is advantageous because the holding and braking forces due to the two-sided arrangement of the brake units are introduced substantially symmetrically in the elevator car and the actuator can be centrally, for example, in the middle of a roof of the elevator car. This makes the control easy.
  • a position of the actuating device is essentially defined by a balance of the first and the second connecting means.
  • an identical actuator force is given to the two brake units.
  • a limiting means is provided, which limits a lateral displacement of the actuating device in case of failure of one of the connecting means and thus maintains the actuator force FA in the remaining connecting means. This increases the safety of the braking device, since a residual braking force remains despite failure of a connecting means. If, for example, the braking force of the braking device is designed with a safety factor of 2, holding would be ensured even if one of the connecting means fails.
  • the brake unit includes a power transmission, which converts the actuator force FA transmitted by the connecting means into a contact pressure FN and at the same time effects a reinforcement of this contact force FN.
  • a lever mechanism which converts the actuator force FA into a contact force FN via a toggle lever, via eccentrics or else via dome disks.
  • With such translation or reinforcing means can be achieved large power gains.
  • This is advantageous because commercially available connecting means such as a Bowden cable can be used as connecting means.
  • a tensioning device is used to generate the actuator force FA in the actuating device.
  • the tensioning device when appropriately controlled, pulls or relieves the first and second connection means under control. This is done for example via a spindle gear, which attracts or relaxes one or both connecting means to the actuating device.
  • the spindle gear is designed such that the Glasspannvorides retains its current set position in the absence of a control signal or supply energy.
  • the supply energy supplies the drive of the spindle gear or the actuating device with preferably electrical energy and the control signal is the control command to tension the connecting means or to relax the connecting means.
  • the advantages are to be seen in the fact that the braking force determination is done centrally in the common actuator and the Actuator force inevitably equivalent to the decentralized braking units is transmitted. In addition, it is ensured with the selected Glasspannvoriques that a set state is maintained.
  • the actuator force is essentially transmitted by train. This allows the use of favorable traction means such as a pull rope, a pull chain or a pull rod.
  • the actuator includes a sensor for fixing the current actuator force FA and this sensor is optionally used for control, regulation and monitoring.
  • the sensor is, for example, a force measuring sensor or a spring-loaded position sensor, which detects a compression of a spring, via which the actuator force is transmitted, and accordingly, the position sensor is a measure of the Aktuatorkraft.
  • the position sensor for example, the positions of the actuator force are reached or the actuating device is adjusted, and the tensioning device is controlled on the basis of these signals.
  • actual force or pressure sensors can be used. The use of such a sensor is advantageous because a certain tensile force can be achieved independently of a state of wear and further, that any deviations can be detected and accordingly reported to a service station.
  • connection means with a pulley As an advantageous extension results in the possibility to umzucite the connecting means with a pulley.
  • the actuator force FA transmitted by the connection means to the brake unit can thus be amplified in accordance with a pulley transfer factor. In order to a holding or braking force required for a particular elevator installation can be achieved.
  • the braking device can quickly, or preventively, be brought into action and they can be reset after the elimination of the fault reason just as quickly.
  • the braking device can be mounted in addition to a safety gear on the elevator car. This is advantageous because it protects a known and safety-tested emergency brake system the elevator car against extreme errors, such as the failure of suspension elements, and the task of the braking device primarily for errors and / or use in areas of stops or in the vicinity of track limits, such as Fahrschachtende or another elevator car, can be aligned.
  • the elevator installation 1 shown includes an elevator car 3, for receiving goods or persons.
  • the elevator car 3 is movable along a guide rail 7.
  • the elevator installation 1 is installed in a building and the elevator car 3 transports goods or persons from and to different floors El ... EN of this building.
  • the elevator installation 1 is installed in a drive shaft 2 of the building and, in addition to the elevator car 3, it contains support means 5 which connect the elevator car 3 to a counterweight 4. By means of a drive 6, which acts on the support means 5, the elevator car 3 is moved.
  • the guideway for guiding the elevator car 3 is a guide rail 7, which is fixedly arranged in the building or in the elevator shaft 2.
  • the elevator car 3 is equipped with a braking device 8 which holds the elevator car 3 in a holding position and / or can decelerate and hold the elevator car 3 in the event of an error.
  • the holding position is normally a floor stop.
  • the braking device 8 cooperates for the purpose of braking with a brake rail 7, which in the example shown in the Guide rail 7 is integrated.
  • the illustrated elevator car 3 is according to Fig. 1 equipped with a safety gear 21, which would decelerate the elevator car 3 in the event of extreme overspeed or even a Tragstoffversagens.
  • Fig. 2 shows a plan view of the elevator car 3 of in Fig. 1 illustrated embodiment.
  • the braking device 8 consists of a first brake unit 9, 9.1 and a second brake unit 9, 9.2.
  • the brake units 9 are arranged at respectively opposite boundary edges 3.1 of the elevator car 3 and they act there on the guide rail 7, which also forms the brake rail.
  • the braking device 8 includes an actuating device 10, which is arranged substantially in the middle between the two brake units 9.
  • the actuating device 10 is connected by means of connecting means 11 or a first connecting means 11.1 and a second connecting means 11.2 with the brake units 9 on both sides. By contraction of the two connecting means 11, the brake units 9 are acted upon synchronously with the same force.
  • the connecting means 11 in the example shown are traction cables such as used for a Bowden cable. Instead of pulling ropes could Of course, also drawbars with articulated connection points or a pull chain can be used. However, the connecting means is only designed to transmit a tensile force to the brake unit 9, it is a traction means.
  • Fig. 3 shows a possible embodiment of the brake unit 9.
  • an unoperated brake is shown, which is connected in a known manner via a floating storage with one-sided stop with the elevator car 3.
  • the connecting means 11 and the traction cable 12 is in the case of actuation via a power transmission lever 14 to a movable brake pad and thus clamps the guide rail 7 fixed.
  • This clamping force or contact force FN creates a braking force by means of which the elevator car 3 is braked or held.
  • the brake unit is force-actuated by the connection means 11, that is to say without an actuator force FA transmitted by the connection means 11, the brake unit is in the open or non-braking position.
  • Fig. 5 shows another embodiment of the brake unit 9.
  • a, also un-actuated brake is shown, which is firmly connected to the elevator car 3.
  • the connecting means 11, or the traction cable 12 is in the case of actuation via a power transmission lever 14 to the movable brake pad and thus clamps the guide rail 7 firmly.
  • a braking force is produced by means of which the elevator car 3 is braked or held.
  • a translation lever 14 can be mechanical force ratios of 1:10, for example, achieve.
  • another Power translation provided by the traction cable 12 is umgebericht via a pulley in the ratio 2: 1. Consequently, with this overall arrangement, an actuator force FA can be amplified by a factor of 2x10.
  • the resulting contact force FN is thus twenty times the value of the actuator force.
  • FN 20 x FA
  • the gain factor is exemplary.
  • the brake unit 9 simultaneously assumes a guidance of the elevator car 3, at least in the area of the brake unit 9.
  • the brake unit 9 is connected to the elevator car 3 as shown.
  • On the side of the movable or deliverable brake plate 30, a solid guide pad 32 is arranged. This solid guide pad 32 assumes normal executives during normal operation.
  • an elastically mounted guide pad 33 is arranged on the side of the fixed brake pad 31.
  • An elastic bearing 34 of the guide pad 33 is dimensioned such that usual executives as they arise in normal operation, no deflection of the elastic guide pad 33 result.
  • the brake unit 9 delivered that is, the movable brake pad 30 delivered by Aktuatorkraft FA
  • the movable brake pad 30 pushes in front of the fixed guide pad 32 and then pushes the mutual elastic guide pad 33 against the elastic bearing 34 back to the fixed brake pad 31 for Concern comes to the guide rail 7 and then his Can develop braking effect.
  • This embodiment of storage is not mandatory.
  • Other designs, like those in Fig. 3 illustrated floating storage are also applicable.
  • Fig. 4 shows an example of an actuator 10.
  • the first connec tion means 11.1 is shown by a tensioning device 15, consisting of a spindle and spindle motor, which can move the first connecting means 11.1 in the actuator 10.
  • the mutual second connecting means 11.2 is connected to the actuating device 10 via a force measuring device 19.
  • a clamping force FA generated by the tensioning device 15 is thus symmetrical about the connecting means 11.1, 11.2 to the brake units 9 (in Fig. 4 not shown).
  • the tensioning device 15 is controlled.
  • the tensioning device 15 when the actuator force FA is being set up, the tensioning device 15 is switched off when a set force point is reached, whereby the actuator force achieved is maintained, and when the actuator force is released, the tension is released until the corresponding force information is measured.
  • the illustrated tensioning device 15 is selected such that in the event of a failure of a power supply 17, which may be a mains power source AC or a DC voltage source DC or if a control signal "Control" fails, a currently achieved actuator force FA is maintained. This is achieved for example by appropriate choice of a spindle pitch.
  • Fig. 6 shows another example of an actuating device 10.
  • the first and second connecting means 11.1, 11.2 are connected together by means of tensioning device 15, consisting of a spindle with opposite thread pitches.
  • tensioning device 15 consisting of a spindle with opposite thread pitches.
  • the two connecting means 11 are clamped against each other.
  • force sensors 19 the current Aktuatorkraft FA measured and the Switzerlandspannvoriques 15 are controlled accordingly.
  • the spindle pushes against one of the limiting means 13 in case of failure of one of the connecting means 11 and the Aktuatorkraft can still be constructed in the remaining connecting means 11. Since the actuator force FA is measured in both connection means 11, such an error can be quickly detected and corresponding repairs can be initialized.
  • Such an actuator may typically provide an actuator force FA of about 1500N. With a force increase in the force transmission 14 of the factor ten, the result is thus, with a direct connection of the connecting means 11 to the brake unit 9, as in FIG Fig. 3 shown, a contact force FN of about 15,000N.
  • a contact force FN of about 15,000N.
  • a safety factor of 2 to hold a 125% loaded elevator car and a 50% balance, this corresponds to an elevator car with a permissible transport load of about 1200 kg.
  • This design is exemplary. Other safety factors, balancing and other interpretations of Actuators 10, power transmission 14 or braking units 9, etc. are of course possible.
  • the existing safety gear 21 is still available.
  • the design criteria for the braking device 8 are reduced.
  • the braking device 8 for example, using redundant power supplies and controls, also be used as a safety brake.
  • the elevator expert can variously change the set shapes and arrangements.
  • the tensioning device 15 shown can be carried out instead of spindle drives with linear motors or Aufwickelmotoren or the like, or the connecting means 11 can be deflected to the actuator 10.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)
  • Braking Arrangements (AREA)
  • Cage And Drive Apparatuses For Elevators (AREA)

Claims (10)

  1. Cabine d'ascenseur (3) comprenant un dispositif de freinage (8) disposé dans la zone de la cabine d'ascenseur et destiné au maintien et au freinage de celle-ci, le dispositif de freinage (8) comportant :
    une unité de freinage (9), laquelle peut coopérer avec un rail de freinage (7),
    un dispositif d'actionnement (10), lequel peut produire une force d'actionnement FA et
    un moyen de liaison (11), lequel relie le dispositif d'actionnement (10) de manière dynamiquement active à l'unité de freinage (9) pour transmettre la force d'actionnement FA,
    caractérisée en ce que
    la force d'actionnement FA produite dans le dispositif d'actionnement (10) provoque une force de pression FN directement dépendante de cette force d'actionnement FA et par conséquent une force de freinage résultante, définie par un coefficient de friction de freinage, de l'unité de freinage (9),
    en ce que l'unité de freinage (9) est, dans la position non sollicitée, lorsqu'aucune force d'actionnement FA n'est appliquée, dans sa position ouverte et
    en ce que le moyen de liaison (11) est un moyen de traction (12).
  2. Cabine d'ascenseur selon la revendication 1, caractérisée en ce que le dispositif de freinage (8) comprend au moins deux unités de freinage (9), lesquelles sont disposées avantageusement au niveau de bords limites opposés (3.1) de la cabine d'ascenseur (3) et lesquelles coopèrent avec respectivement un rail de freinage (7), et le dispositif d'actionnement (8) génère une force d'actionnement FA pour actionner les unités de freinage (9), cette force d'actionnement FA étant transmise à l'aide de moyens de liaison (11) sensiblement symétriquement par rapport aux unités de freinage (9) et le dispositif d'actionnement (10) étant disposé, sensiblement centralement, au milieu entre deux unités de freinage (9), un premier moyen de liaison (11.1) étant respectivement relié à une première unité de freinage (9.1) et un deuxième moyen de liaison (11.2) étant respectivement relié à une deuxième unité de freinage (9.2).
  3. Cabine d'ascenseur selon l'une des revendications précédentes, caractérisée en ce qu'une position du dispositif d'actionnement (10) est définie sensiblement par un équilibre entre le premier et le deuxième moyen de liaison (11.1, 11.2) et, en cas de défaillance de l'un des moyens de liaison (11.1, 11.2), un moyen de limitation (13) maintenant la force d'actionnement FA dans le moyen de liaison restant (11.1, 11.2).
  4. Cabine d'ascenseur selon l'une des revendications précédentes, caractérisée en ce que l'unité de freinage (9) comprend un dispositif de multiplication de force (14) qui convertit la force d'actionnement FA transmise par le moyen de liaison (11) en une force de pression FN et provoque simultanément une amplification de cette force de pression FN.
  5. Cabine d'ascenseur selon l'une des revendications précédentes, caractérisée en ce que le dispositif d'actionnement (10) comprend un dispositif de contrainte de traction (15) qui tend ou relâche de manière commandée le premier et le deuxième moyen de liaison (11.1, 11.2) pour générer la force d'actionnement FA, le dispositif de contrainte de traction (15) maintenant sa position réglée instantanément en l'absence d'un signal de commande (16) ou d'une énergie d'alimentation (17).
  6. Cabine d'ascenseur selon l'une des revendications précédentes, caractérisée en ce que le moyen de liaison (11) est suspendu à un palan (18) et la force d'actionnement FA transmise par le moyen de liaison (11) à l'unité de freinage (9) est amplifiée selon un facteur de mouflage du palan (18).
  7. Cabine d'ascenseur selon l'une des revendications précédentes, caractérisée en ce que le dispositif d'actionnement (10) comprend un capteur (19) servant à déterminer la force d'actionnement FA réelle et ce capteur (19) est utilisé sélectivement pour la commande, la régulation et la surveillance.
  8. Cabine d'ascenseur selon l'une des revendications précédentes, caractérisée en ce que le dispositif de freinage (8) est monté, en plus d'un parachute (21), sur la cabine d'ascenseur (3).
  9. Installation d'ascenseur (1) comprenant une cabine d'ascenseur (3) selon l'une des revendications 1 à 8, caractérisée en ce que la cabine d'ascenseur (3) est déplaçable dans une cage d'ascenseur (2).
  10. Procédé de maintien et de freinage d'une cabine d'ascenseur (3), un dispositif de freinage consistant en : une unité de freinage mécanique (9), un dispositif d'actionnement (10) servant à produire une force d'actionnement FA et un moyen de liaison (11), lequel relie le dispositif d'actionnement (10) de manière dynamiquement active à l'unité de freinage (9) pour transmettre la force d'actionnement FA, étant disposé dans la zone de la cabine d'ascenseur (3), une force de pression FN, correspondant à la force d'actionnement FA, étant produite dans l'unité de freinage (9), caractérisé en ce que, par la force d'actionnement FA produite dans le dispositif d'actionnement (10), une force de pression FN, correspondant à cette force d'actionnement FA, est produite dans l'unité de freinage et une force de freinage, définie par un coefficient de friction de freinage et directement dépendante de la force d'actionnement FA, de l'unité de freinage (9) est produite par la force de pression FN, et en ce que l'unité de freinage (9) est, dans la position non sollicitée, lorsqu'aucune force d'actionnement FA n'est appliquée, déplaçable dans sa position ouverte et le moyen de liaison (11) est un moyen de traction (12).
EP07857826.7A 2007-01-05 2007-12-19 Cabine d'ascenseur dotée d'un dispositif de freinage installé dans la zone de la cabine d'ascenseur destiné au maintien et au freinage de la cabine d'ascenseur, installation d'ascenseur dotée d'au moins une telle cabine d'ascenseur et procédé de maintien et de freinage d'une cabine d'ascenseur Active EP2108000B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP07857826.7A EP2108000B1 (fr) 2007-01-05 2007-12-19 Cabine d'ascenseur dotée d'un dispositif de freinage installé dans la zone de la cabine d'ascenseur destiné au maintien et au freinage de la cabine d'ascenseur, installation d'ascenseur dotée d'au moins une telle cabine d'ascenseur et procédé de maintien et de freinage d'une cabine d'ascenseur

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
EP07100189 2007-01-05
DE102007017902 2007-04-13
PCT/EP2007/064204 WO2008080847A1 (fr) 2007-01-05 2007-12-19 Système d'ascenseur avec une cabine d'ascenseur pourvue d'un dispositif de freinage disposé dans la région de la cabine d'ascenseur pour retenir et freiner la cabine d'ascenseur, et procédé pour retenir et freiner une cabine d'ascenseur de ce type
EP07857826.7A EP2108000B1 (fr) 2007-01-05 2007-12-19 Cabine d'ascenseur dotée d'un dispositif de freinage installé dans la zone de la cabine d'ascenseur destiné au maintien et au freinage de la cabine d'ascenseur, installation d'ascenseur dotée d'au moins une telle cabine d'ascenseur et procédé de maintien et de freinage d'une cabine d'ascenseur

Publications (2)

Publication Number Publication Date
EP2108000A1 EP2108000A1 (fr) 2009-10-14
EP2108000B1 true EP2108000B1 (fr) 2019-03-27

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EP07857826.7A Active EP2108000B1 (fr) 2007-01-05 2007-12-19 Cabine d'ascenseur dotée d'un dispositif de freinage installé dans la zone de la cabine d'ascenseur destiné au maintien et au freinage de la cabine d'ascenseur, installation d'ascenseur dotée d'au moins une telle cabine d'ascenseur et procédé de maintien et de freinage d'une cabine d'ascenseur

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US (1) US8302739B2 (fr)
EP (1) EP2108000B1 (fr)
JP (1) JP2010514645A (fr)
DE (1) DE112007002993A5 (fr)
WO (1) WO2008080847A1 (fr)

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WO2008080847A1 (fr) 2008-07-10
US20100038184A1 (en) 2010-02-18
DE112007002993A5 (de) 2010-01-28
EP2108000A1 (fr) 2009-10-14
US8302739B2 (en) 2012-11-06
JP2010514645A (ja) 2010-05-06

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