EP2170753B1 - Installation d'ascenseur comprenant une cabine d'ascenseur et un dispositif de freinage pour immobiliser ladite cabine d'ascenseur dans un mode de fonctionnement special et procede pour immobiliser une cabine d'ascenseur dans un mode de fonctionnement special - Google Patents

Installation d'ascenseur comprenant une cabine d'ascenseur et un dispositif de freinage pour immobiliser ladite cabine d'ascenseur dans un mode de fonctionnement special et procede pour immobiliser une cabine d'ascenseur dans un mode de fonctionnement special Download PDF

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Publication number
EP2170753B1
EP2170753B1 EP08786145.6A EP08786145A EP2170753B1 EP 2170753 B1 EP2170753 B1 EP 2170753B1 EP 08786145 A EP08786145 A EP 08786145A EP 2170753 B1 EP2170753 B1 EP 2170753B1
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EP
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Prior art keywords
elevator car
operating mode
brake
standstill
elevator
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EP08786145.6A
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German (de)
English (en)
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EP2170753A1 (fr
Inventor
Nicolas Gremaud
Steffen Grundmann
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Inventio AG
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Inventio AG
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    • 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
    • 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
    • B66B5/027—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions to permit passengers to leave an elevator car in case of failure, e.g. moving the car to a reference floor or unlocking the door

Definitions

  • the invention relates to an elevator installation with an elevator car and a braking device for stopping the elevator car in special operation and a method for stopping an elevator car in special operation according to the preamble of the independent claims.
  • the elevator system is installed in a shaft. It consists essentially of an elevator car, which is connected via suspension means with a counterweight. By means of a drive which acts selectively on the support means, directly on the car or directly on the counterweight, the car is moved along a substantially vertical guideway. In normal operation, the elevator car is accelerated by the drive according to a normal course of travel, kept in constant motion and in turn delayed. A holding brake controlled together with the drive keeps the elevator car stationary.
  • an elevator control algorithm is shown, by means of which a driving course in normal operation of an elevator car can be controlled as comfortably as possible. In particular, driving curves are shown which take into account that a maximum driving speed can not be achieved with short travel distances or floor distances. At short floor distances goes according to US4130184 a controlled acceleration phase directly into a controlled deceleration phase.
  • a special operation occurs when a designated driving sequence must be interrupted because of an error and accordingly a scheduled destination stop can not be approached. This includes, for example, the deviation of an effective travel movement from the normal driving course, an interruption of drive energy, a failure of service brake systems or a failure of the suspension elements.
  • EP1792864 shows such a braking device in the form of a safety gear.
  • the safety device is actuated upon detection of a malfunction, which stops the elevator car quickly and safely.
  • the braking force is generated in these braking devices in that a brake pad is pressed with a force on the brake track. This contact force is referred to as a normal force and the braking force results from this normal force and a brake friction specific friction coefficient.
  • the brake pair is determined by the brake pad and the brake track.
  • EP0648703 is another such elevator system, or braking device known.
  • the elevator car is delayed in special operation by means of an independent of the drive, controllable braking device and kept at a standstill.
  • An elevator installation according to the preamble of the claim is, for example GB-A-1469576 known
  • the braking device calculates a required deceleration in order to bring the elevator car to a standstill within an exit zone in special operation. This is advantageous because it allows a simple freeing of persons who are in special operation in the elevator car. A long stay of trapped persons in a stationary cabin is thereby eliminated.
  • the braking device further recognizes a successful standstill of the elevator car when a sudden change in the braking force and / or a measured actual acceleration is detected.
  • the braking device sets a braking force specification or a normal force upon detection of the completed standstill according to a holding force. This is advantageous because it ensures that the elevator car is securely locked after braking has taken place. Thus, the elevator car can be released for leaving. Slipping of the elevator car while people leave the elevator car or when, for example, service personnel enters the car is prevented.
  • a braking force to delay an elevator car in special operation or in an error case can be very low, for example, if the elevator car is loaded so that it is in a state of equilibrium counterweight.
  • the holding force is the force required to securely hold an elevator car, taking into account possible loading or handling situations.
  • the braking force is the Force that is needed, or is available to safely delay a moving elevator car in motion.
  • the braking device advantageously includes a braking force sensor which measures the braking force. This makes it easy, fast and safe to record the braking force.
  • the braking force sensor is usually a component of the braking device itself. This also results in a simple and clear functional structure and in a further cost-effective design.
  • a sudden change in the braking force can be determined particularly easily if a change in the effective direction of the braking force is detected. Such a change in the effective direction of the braking force results from a change in the direction of movement of the elevator car.
  • a sudden change in the braking force can also be detected when a delay portion of the braking force at the moment falls away, in which the elevator car comes to a standstill.
  • the elimination of the deceleration or the acceleration component can be determined simply by measuring the actual acceleration or by measuring the braking force.
  • the low-load elevator car is going up and this car has to be stopped due to an unexpected event or an error, so the overweight of the counterweight further accelerates the car. So it is a braking force necessary which compensates on the one hand, a static overweight of the counterweight and applies a dynamic braking component. If the car comes to a standstill, the dynamic braking component is eliminated because only the overweight of the counterweight needs to be maintained. This can be just as easily determined, since the braking force or the acceleration changes abruptly. In this case, the braking force specification or the normal force must be increased so that there is a high and secure holding force. The cabin can thus be gently delayed again and then kept safe.
  • the high holding force ensures that the cabin does not slippage suddenly during subsequent service activities. It is self-evident that, depending on a construction type of the braking device, there are various possibilities for setting the holding force required in the stop.
  • a braking device may be used in which a normal force is regulated or controlled in order to achieve a specific braking or holding force.
  • the braking force specification becomes a normal force specification according to which the braking device sets an acting normal force.
  • To achieve a necessary high holding force a correspondingly high normal force specification is made.
  • direct brake force control or deceleration control is used. To achieve a necessary high holding force in this case a correspondingly high braking force specification or a correspondingly high delay default is made.
  • the brake device will inevitably cause a maximum delivery force or normal force due to the braking force, since only one of the holding force corresponding braking force can be measured in stop at stationary elevator car and - since this value is smaller than the braking force in the stop - the braking device therefore tries this Increase value.
  • the braking device adjusts the normal force to a value corresponding to the holding force after a maximum expected braking time or upon detection of a brake error. This results in a second safety, as in a fault of the brake system after a time when the car should have already stopped safely, a safe holding force is set. System security is increased.
  • the elevator car is arranged in an elevator shaft, which elevator shaft has shaft doors and / or emergency doors, through which the elevator car can be entered.
  • the exit zone is determined by a proximity area of the elevator car with respect to the shaft door or emergency door. This is advantageous because this design allows leaving the car in a normal stop.
  • a normal stop is a stop, which is also approached in normal operation.
  • the exit zone is, for example, the area in which a car door is in engagement with a shaft door and thus can be safely opened by hand or at most electrically controlled. It goes without saying that, in a special operation, it is not absolutely necessary to have an exact alignment of the car door to the shaft door. A step formation of up to 0.25 meters can certainly be accepted in a special operation.
  • a warning message or ad may be provided indicating a possible level. People are thus warned. A greater distance of up to 0.5 meters is also possible in the borderline case. Here, however, the intervention of an instructed person is already required, which can open the manhole and car door by hand.
  • emergency exit zones can also be defined. This makes sense if larger driving distances are available without normal stops, as is the case for elevator systems with so-called express zones, for example. These emergency exit zones are equipped with emergency doors.
  • the braking device is designed in such a way that it calculates several times during the movement of the elevator car during normal operation a hypothetical delay, which would be required to bring the elevator car within the exit zone to a standstill in special operation.
  • the braking device is thereby able to react quickly.
  • this repetitive calculation process allows the hypothetically required deceleration to be checked since the hypothetical required deceleration can be subjected to a plausibility check.
  • the calculation of the hypothetical delay required in short time intervals, or constantly takes place.
  • the time interval is chosen so that a sufficiently accurate start of the exit zone is possible.
  • the time interval can be selected depending on a driving speed of the elevator car. Typically, a time interval of less than 1 second is required.
  • the next possible exit zone is approached.
  • This is the zone that can be reached with a pleasant delay.
  • a pleasant delay for example, a delay of less than 4 m / s 2 can be designated.
  • higher deceleration values can also be used depending on an operating situation or a type of special operation. This is especially the case when a possible approach to an obstacle such as another cabin, a shaft end or a shaft door opened in the immediate vicinity is detected.
  • the hypothetical delay required upon occurrence of an unexpected event is directly defined and used as the required deceleration to effect the braking, the braking device using the required deceleration on a case-by-case basis, further braking control variables as determined by braking force or normal force.
  • This solution gives a clear functional structure. From the time of the occurrence of the unexpected event, the braking can be autonomous, since the braking device only has to comply with the predetermined deceleration value.
  • the braking device is able to determine a time-delayed braking application point or the braking device determines the delay in the form of any reference acceleration curve, if this is required to reach a next exit zone.
  • An arbitrary form of the reference acceleration curve is, for example, a curve which first provides for a high deceleration and, after a correspondingly strong deceleration phase, slides with low delay to the exit zone.
  • an opposite form of the reference acceleration curve can be determined, after which first even an acceleration is allowed to then pass into a deceleration phase and slip to the exit zone.
  • the braking device includes an acceleration sensor and an acceleration controller, which uses the predetermined deceleration set by the brake computer as a setpoint and the normal force as a manipulated variable during braking, wherein further the braking device advantageously includes at least two brake units which each act on a brake track.
  • the braking device determines brake control variables for each of the individual brake units. This is advantageous because errors of a brake unit can be compensated by the other brake units.
  • the braking device is advantageously an electromechanical or a hydraulic or a fully mechanical friction brake device. It can also, a combination of different braking devices can be used. This increases the reliability of the overall system, since different types complement each other in error situations in the rule advantageous.
  • the brake track is joined together in one piece with the guide track. This results in a cost-effective overall solution.
  • the required deceleration and / or the time-delayed brake application point taking into account a speed, a current position of the elevator car with respect to a shaft end, the shaft door, the emergency door or another elevator car, an operating mode of the elevator system, or a state of the braking device certainly.
  • the most comfortable and yet safe stopping of the elevator car in special operation can be achieved at any time.
  • Fig. 1 shows together with the associated plan view according to Fig. 1 an example of an elevator installation 1.
  • the elevator installation 1 comprises an elevator cage 2 which is connected by means of suspension 21 to a counterweight 20.
  • the elevator car 2 is driven by a drive 22 by means of suspension 21.
  • the elevator car 2 is guided by guideways 4 essentially in the vertical direction in an elevator shaft 10.
  • the elevator car 2 and the counterweight 20 move in the same way in the elevator shaft 10.
  • the elevator car 2 is used to transport a delivery load GQ.
  • the elevator shaft has shaft doors 9, which are arranged in floors and which, if necessary, enable or block access to the elevator car 2. In operation, the elevator car move along the shaft doors 9.
  • the elevator car 2 is here stopped for the purpose of loading or unloading in an exit area 8 of the associated shaft door 9.
  • the locations of the individual shaft doors 9, or the associated exit areas 8, are known here in the form of absolute positions 19.
  • the absolute positions 19 are provided with the values SH0 to SHn.
  • an emergency door 13 may be present on certain floors. This is often used when an elevator car 2 does not have to stop over longer travel distances or express zones in the normal case.
  • an elevator control (not shown) which controls the drive 22 accordingly.
  • the elevator shaft 10 or a route of the elevator car is limited by an upper shaft end 12o and a lower shaft end 12u.
  • the illustrated elevator car 2 is provided with a braking device 3, which is mounted on the elevator car 2 and which, if necessary, can brake the elevator car 2 from a driving state to a standstill and / or hold it at a standstill.
  • the braking device 3 engages in a braking track 5 for this purpose.
  • the brake track 5 and the guide track 4 is formed by a guide rail 6, which is designed in a known manner as a T-guide rail.
  • the braking device 3 includes two brake units 15 which can each engage on a, arranged on both sides of the car 2 guide rail 6.
  • the braking device 3 further includes a brake computer 7 and an acceleration controller 18 and associated sensors.
  • a sensor is, for example, a brake force sensor 16, which measures a braking force caused by the brake unit 15, or an acceleration sensor 17, which detects a current acceleration state of the elevator car 2.
  • the braking device 3, or the braking units 15 is controlled such that the elevator car 2 automatically within a next possible exit zone 8 comes to a standstill.
  • the stopping accuracy does not have to be absolutely exact. It is sufficient if the elevator car comes to a stop in an approximation area 11.
  • the proximity region 11 is advantageously dimensioned such that the shaft door 9 or the emergency door 13 can be opened without special precautionary measures.
  • this approximation area 11 comprises approximately an area which can be up to 250 mm apart from the exact exit area 8.
  • the braking device 3 determines automatically when the elevator car 2 reaches standstill and it increases at this time a normal force of the brake unit such that the elevator car 2 is held securely.
  • the braking device 3, as in the elevator system according to Fig. 1 and Fig. 1a is used, based on the function diagram in Fig. 3 explained.
  • the brake computer 7 calculates during normal operation constantly a hypothetical delay required ANh, which would be required if the elevator car would have to be brought to a standstill in an emergency quickly.
  • the brake computer 7 knows this for a current position Sabs the elevator car 2 and compares this current position Sabs with a data memory 19, which contains the absolute positions SH0 to SHn the exit areas 8.
  • the brake computer 7 determines therefrom a distance dS to the next exit region 8 and, taking into account a current speed Veff, determines the hypothetical delay ANh.
  • This hypothetically required delay ANh can be a constant value or a defined delay curve, which starts, for example, with a slight delay and increases before reaching the exit region 8.
  • the determination of the current position of the elevator car Sabs 2 can be done in different ways.
  • an absolute position detection system may be used or the position Sabs of the elevator car 2 may also be calculated from the acceleration sensor 17.
  • the actual speed Veff may be measured via a speed sensor, or the above-mentioned sensor systems such as the absolute position detection system or the acceleration sensor 17 may be used for deriving.
  • the acceleration controller 18 takes over the hypothetical delay ANh which is available as the required deceleration ANe. Accordingly, taking into account the current payload GQ, the current acceleration state aeff and possibly further parameters, the acceleration controller 18 determines a required braking force FB and normal forces FNe and transmits them to the individual braking units 15, which now provide the requested braking force FB or normal force FN. By means of braking force sensor 17, the effective braking force FBeff is measured and transmitted to the acceleration controller 18 for checking and possible correction.
  • the acceleration controller 18 can now continue to determine when the effective direction of the braking force FB suddenly changes, or when a sudden change in the measured value of the braking force or the actual acceleration aeff occurs. Both events indicate that the elevator car 2 has reached the stop point and the acceleration controller 18 can increase the normal force command to the brake units to a safe value. This is important because, as a result, since the elevator car comes to a standstill in the proximity area 11, a load change can take place by persons who can now leave the car 2 or by auxiliary personnel entering the elevator car 2. These load changes cause a shift of an equilibrium of forces. This could lead to slippage of the elevator car without appropriate adjustment of the braking device. Of course, a division of the functional groups on brake computer 7 and acceleration computer 18 is possible.
  • FIG. 2 shows a trip course of an elevator car 2 in the form of a speed-time diagram, and an exemplary associated acceleration / braking force diagram is shown in the upper area of the figure.
  • the elevator car 2 moves according to a desired speed course in the direction of a lowermost position 19, corresponding to the exit SH0. She drives past exits SHn to SH2.
  • the brake computer continuously calculates the hypothetically required deceleration ANh, which would be required in order to reach the next possible approach area 11 to an exit area 8. Constant here involves that a calculation takes place in a predetermined by a processor of the brake computer evaluation frequency.
  • decision criteria are laid down which regulate a selection. Such decision criteria may be the occupancy of an affected exit position, evacuation options, a type of registered event, etc.
  • This event (E) signals a behavior deviating from the normal driving course which is detected by a safety system of the elevator installation 1 and which requires an emergency shutdown of the elevator cage 2.
  • the brake computer 7 defines the last calculated hypothetical delay ANh, now as the currently required deceleration ANe.
  • the acceleration controller 18 determines on the basis of this required delay ANe, and from actual data such as instantaneous acceleration Aeff or load GQ and a characteristic of the associated brake units 15, required normal forces FNe and the brake units set this normal force FNe. This causes, usually by friction, in cooperation with the brake track 5, a corresponding braking force FB.
  • This now effective braking force FBeff is detected by the braking force sensor 16 and to the acceleration controller 18 transmitted. In a first phase of the braking, the total braking force FBeff_1 and thus causes a corresponding delay ANe1.
  • This change dFBeff is detected by the acceleration controller 18 and the default value FNe to the brake unit 15 is greatly increased if necessary, so now the elevator car 2 is securely held.
  • changing the value dFBeff may in many cases involve a change of sign. This is the case if, without the action of the braking device 3, a change of the direction of travel would result.
  • the elevator expert can arbitrarily change the set shapes and arrangements. For example, to safely hold the elevator car 2 after braking, the acceleration controller also raise the setpoint of the delay to a high value ANe3. Since this value can not be achieved because the car 2 is already standing, the clamping force FN is inevitably increased to a maximum.
  • the braking device 3 of course also takes account of shaft ends 12. If several elevator cars 2 travel in a shaft, one of the further cars can represent a virtual shaft end 12.
  • the brake computer 7 takes account of these shaft ends 12, or a further elevator car as position marks SH which may not be run over in any case and chooses a possibly correspondingly high delay when approaching these position marks.
  • self-propelled elevator cars may be used instead of an elevator car carried by means of suspension and the shaft shown may be a wholly or partially open shaft.
  • the brake units used may include different operating principles.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Elevator Control (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)

Claims (9)

  1. Installation d'ascenseur (1) avec une cabine d'ascenseur (2) et avec un dispositif de freinage (3),
    la cabine d'ascenseur (2), en mode de fonctionnement normal, est apte à être déplacée, et en mode de fonctionnement spécial est apte à être ralentie par le dispositif de freinage (3) jusqu'à l'arrêt et à être maintenue à l'arrêt à l'aide d'une force de freinage (FB) provoquée par le dispositif de freinage (3) conjointement avec une glissière de freinage (5), étant précisé que le dispositif de freinage (3) calcule un ralentissement nécessaire (ANe) pour arrêter la cabine (2), en mode de fonctionnement spécial, à l'intérieur d'une zone de sortie (11),
    caractérisée en ce que le dispositif de freinage (3), pendant le déplacement de la cabine d'ascenseur (2) en mode de fonctionnement normal, calcule plusieurs fois un ralentissement hypothétiquement nécessaire (Anh) qui serait nécessaire pour arrêter la cabine (2), en mode de fonctionnement spécial, à l'intérieur de la zone de sortie (11), et
    le dispositif de freinage (3), lorsque survient un événement (E), utilise pour le freinage en mode de fonctionnement spécial le ralentissement hypothétiquement nécessaire (Anh) comme ralentissement nécessaire (Ane).
  2. Installation d'ascenseur selon la revendication 1, caractérisée en ce que le dispositif de freinage (3), en utilisant le ralentissement nécessaire (ANe), définit au cas par cas d'autres grandeurs de réglage de freinage comme la force de freinage (FB) ou la force normale (FNe).
  3. Installation d'ascenseur selon la revendication 1, caractérisée en ce que le dispositif de freinage (3) définit un point d'intervention de frein retardé dans le temps quand cela est nécessaire pour atteindre la zone de sortie (11), et/ou en ce que le ralentissement hypothétiquement nécessaire (ANh) est une courbe d'accélération de référence de forme quelconque qui convient pour atteindre la zone de sortie (11).
  4. Installation d'ascenseur selon l'une des revendications précédentes, caractérisée en ce que le ralentissement nécessaire (ANe) et/ou le point d'intervention de frein retardé dans le temps sont définis en tenant compte d'une vitesse (Veff), d'une position actuelle (Sabs) de la cabine d'ascenseur (2) par rapport à une porte palière (9), à une porte de secours (13), à une extrémité de cage (12, 12u, 12o), à une autre cabine d'ascenseur, à un mode de fonctionnement de l'installation d'ascenseur (1) ou à un état du dispositif de freinage (3).
  5. Installation d'ascenseur selon l'une des revendications précédentes, caractérisée en ce que le dispositif de freinage (3) contient un capteur d'accélération (17) pour mesurer l'accélération réelle (Aeff), et un régulateur d'accélération (18) qui, pendant le freinage, utilise le ralentissement (ANe) comme valeur théorique, et la force normale (FN) comme grandeur de réglage.
  6. Installation d'ascenseur selon l'une des revendications précédentes, caractérisée en ce que le dispositif de freinage (3) détecte un arrêt effectué de la cabine d'ascenseur (2) quand une variation brusque (dFBeff) de la force de freinage (FB) ou une variation brusque d'une accélération réelle mesurée (Aeff) est constatée.
  7. Installation d'ascenseur selon la revendication 6, caractérisée en ce que le dispositif de freinage (3) règle la force normale (FN), lors de la constatation de l'arrêt effectué, selon une force d'arrêt et/ou en ce que
    le dispositif de freinage (3) règle la force normale (FN), après une durée de freinage maximale escomptée ou lors de la constatation d'un défaut de freinage, à une valeur correspondant à la force d'arrêt.
  8. Procédé pour immobiliser une cabine d'ascenseur en mode de fonctionnement spécial à l'aide d'un dispositif de freinage,
    la cabine d'ascenseur (2), en mode de fonctionnement normal, est déplacée, et en mode de fonctionnement spécial est ralentie par le dispositif de freinage (3) jusqu'à l'arrêt et est maintenue à l'arrêt l'aide d'une force de freinage (FB) provoquée par le dispositif de freinage (3) conjointement avec une glissière de freinage (5), étant précisé qu'un ralentissement nécessaire (ANe) est calculé pour arrêter la cabine (2), en mode de fonctionnement spécial, à l'intérieur d'une zone de sortie (11),
    caractérisé en ce que
    - pendant le déplacement de la cabine d'ascenseur (2) en mode de fonctionnement normal, un ralentissement hypothétiquement nécessaire (ANh) qui serait nécessaire pour arrêter la cabine (2), en mode de fonctionnement spécial, à l'intérieur de la zone de sortie (11) est calculé en permanence par le dispositif de freinage (3), et
    - lorsque survient un événement (E), le ralentissement hypothétiquement nécessaire (ANh) est utilisé comme ralentissement nécessaire (ANe) pour le freinage en mode de fonctionnement spécial.
  9. Procédé selon la revendication 8, caractérisé en ce qu'un arrêt effectué de la cabine d'ascenseur (2) est détecté quand une variation brusque (dFBeff) de la force de freinage (FB) et/ou d'une accélération réelle mesurée (Aeff) est constatée.
EP08786145.6A 2007-07-17 2008-07-14 Installation d'ascenseur comprenant une cabine d'ascenseur et un dispositif de freinage pour immobiliser ladite cabine d'ascenseur dans un mode de fonctionnement special et procede pour immobiliser une cabine d'ascenseur dans un mode de fonctionnement special Active EP2170753B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP08786145.6A EP2170753B1 (fr) 2007-07-17 2008-07-14 Installation d'ascenseur comprenant une cabine d'ascenseur et un dispositif de freinage pour immobiliser ladite cabine d'ascenseur dans un mode de fonctionnement special et procede pour immobiliser une cabine d'ascenseur dans un mode de fonctionnement special

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
EP07112641 2007-07-17
EP08786145.6A EP2170753B1 (fr) 2007-07-17 2008-07-14 Installation d'ascenseur comprenant une cabine d'ascenseur et un dispositif de freinage pour immobiliser ladite cabine d'ascenseur dans un mode de fonctionnement special et procede pour immobiliser une cabine d'ascenseur dans un mode de fonctionnement special
PCT/EP2008/059194 WO2009010496A1 (fr) 2007-07-17 2008-07-14 Installation d'ascenseur comprenant une cabine d'ascenseur, un dispositif de freinage pour immobiliser une cabine d'ascenseur dans un mode de fonctionnement spécial et procédé pour immobiliser une cabine d'ascenseur dans un mode de fonctionnement spécial

Publications (2)

Publication Number Publication Date
EP2170753A1 EP2170753A1 (fr) 2010-04-07
EP2170753B1 true EP2170753B1 (fr) 2015-06-03

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EP08786145.6A Active EP2170753B1 (fr) 2007-07-17 2008-07-14 Installation d'ascenseur comprenant une cabine d'ascenseur et un dispositif de freinage pour immobiliser ladite cabine d'ascenseur dans un mode de fonctionnement special et procede pour immobiliser une cabine d'ascenseur dans un mode de fonctionnement special

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Country Link
US (1) US8267224B2 (fr)
EP (1) EP2170753B1 (fr)
CN (1) CN101743187B (fr)
AU (1) AU2008277684B2 (fr)
BR (1) BRPI0814570B1 (fr)
ES (1) ES2546622T3 (fr)
HK (1) HK1139116A1 (fr)
WO (1) WO2009010496A1 (fr)

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Publication number Priority date Publication date Assignee Title
US8668055B2 (en) * 2008-12-04 2014-03-11 Inventio Ag Method for releasing a load-carrying apparatus or a compensating weight of an elevator from a stopping position
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BRPI0814570B1 (pt) 2019-04-09
ES2546622T3 (es) 2015-09-25
BRPI0814570A2 (pt) 2015-01-06
US8267224B2 (en) 2012-09-18
US20100187047A1 (en) 2010-07-29
CN101743187A (zh) 2010-06-16
AU2008277684A1 (en) 2009-01-22
EP2170753A1 (fr) 2010-04-07
HK1139116A1 (en) 2010-09-10
CN101743187B (zh) 2012-11-28
WO2009010496A1 (fr) 2009-01-22

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