EP2794449B1 - Dispositif de sécurité pour un ascenseur doté de plusieurs cabines - Google Patents

Dispositif de sécurité pour un ascenseur doté de plusieurs cabines Download PDF

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Publication number
EP2794449B1
EP2794449B1 EP12798731.1A EP12798731A EP2794449B1 EP 2794449 B1 EP2794449 B1 EP 2794449B1 EP 12798731 A EP12798731 A EP 12798731A EP 2794449 B1 EP2794449 B1 EP 2794449B1
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EP
European Patent Office
Prior art keywords
safety device
cage
lift
cages
speed
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EP12798731.1A
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German (de)
English (en)
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EP2794449A1 (fr
EP2794449B2 (fr
Inventor
Astrid Sonnenmoser
Hans Kocher
Jean-Philippe Escher
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Inventio AG
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Inventio AG
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Priority to PL12798731T priority Critical patent/PL2794449T5/pl
Priority to EP12798731.1A priority patent/EP2794449B2/fr
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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
    • B66B5/0006—Monitoring devices or performance analysers
    • B66B5/0018—Devices monitoring the operating condition of the elevator system
    • B66B5/0031—Devices monitoring the operating condition of the elevator system for safety reasons
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
    • B66B1/28—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical
    • B66B1/30—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical effective on driving gear, e.g. acting on power electronics, on inverter or rectifier controlled motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
    • B66B1/28—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical
    • B66B1/32—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical effective on braking devices, e.g. acting on electrically controlled brakes
    • 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
    • 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
    • B66B5/04—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions for detecting excessive speed
    • B66B5/06—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions for detecting excessive speed electrical

Definitions

  • the present invention relates to an elevator with two independently movable cabins and with a safety device for avoiding a collision between the two cabins according to the subject-matter of the independent claim.
  • a safety device which takes into account the above-mentioned problem.
  • This safety device prevents a collision between two cabins by the safety device monitors whether the cabs keep a critical safety distance. When falling below this critical safety distance, the safety device initiates an emergency stop. The safety device continues to monitor the distance between the two cabs when performing the emergency stop. If, despite the emergency stop, a further approach of the cabins takes place and a minimum safety distance is undershot, the safety device initiates a traction braking.
  • the above safety device was in the European patent specification 1 698 580 A1 refined even further. Again, the safety device continuously monitors a critical safety distance and possibly a minimum safety distance and initiates when falling below the respective safety distance according to an emergency stop or a fall arrest. However, these safety clearances can be determined on the basis of a predefinable emergency stop tripping curve and a predefinable catch tripping curve. This has the advantage that in each case a speed-dependent critical or minimum safety distance can be determined for a current driving speed of a car. Accordingly, the cabs can continue to approach at a lower driving speed without a braking action being initiated. This allows, in particular, an approach of the cabins to two adjacent floors.
  • the elevator comprises a first and a second cabin, which are movable along a common roadway, a safety device with which the two cabins can be monitored, and a shaft information system, which is connected to the safety device and with which the speed and position of the two cabins can be determined are.
  • a first braking action can be initiated when the two cars fall below a safe distance.
  • the elevator is characterized in that a deceleration curve for the at least first cabin can be predetermined by means of the safety device when the first braking measure is initiated.
  • a second braking measure can be introduced through the at least first cabin.
  • the advantage of this elevator is that, after the first braking measure has been initiated, the safety device specifies a deceleration curve for the first car. As a result, the distance between the first car and the second car no longer needs to be monitored. During the deceleration, the safety device compares only the speed of the first car with the predetermined speed value of the deceleration curve per distance traveled. This simple value comparison makes relatively small demands on the computing capacity of the security device.
  • the deceleration curve is calculated immediately upon initiation of the first braking action by a program which can be executed in a processor of the safety device and can be predetermined for the at least first cabin.
  • the FIG. 1 shows an elevator 1 with at least two cabins 2, 3. Each of these cabins 2, 3 is substantially independently along a common roadway movable.
  • the roadway is defined by a pair of car guide rails 5.1, 5.2 installed in a hoistway 4.
  • the cabins 2, 3 are each suspended on a support means 8, 9.1, 9.2.
  • the suspension ratio of 1: 1 shown here is a common suspension ratio in elevator construction.
  • the skilled person is free to choose a deviating higher suspension ratio of 2: 1, 3: 1 or higher.
  • the upper car 2 is suspended at a first suspension point 21 on a first support means 8.
  • the suspension point 21 preferably lies centrally on the upper side of the upper car 2. From the first suspension point 21, the suspension element extends upwards into the upper region of the elevator shaft 4. There, the first suspension element 8 runs over a first traction sheave. By means of the traction sheave and optional first pulleys, the first support means 8 is again guided down to a first counterweight. The first counterweight is also suspended from the first support means 8 and balances the weight of the upper car 2.
  • a lower cabin 3 is attached to second and third suspension points 31.1, 31.2 on a second suspension element, which comprises two second suspension element strands 9.1, 9.2.
  • the lower cabin 3 is preferably suspended in its lower region on opposite sides on the second suspension element strands 9.1, 9.2.
  • the suspension element strands 9.1, 9.2 extend laterally past the upper cabin 2 upwards into the upper region of the elevator shaft 4.
  • the second suspension element strands 9.1, 9.2 run over second traction sheaves.
  • the second suspension element strands 9.1, 9.2 are again guided downwards to a second counterweight.
  • the second counterweight is finally also suspended from the second suspension element strands 9.1, 9.2 and balances the weight of the lower elevator car 3 from.
  • the first and second traction sheaves are each driven by a first and second drive.
  • the first and second drives transmitted by means of the respectively associated traction sheave drive torque to the first and second support means 8, 9.1, 9.2. Accordingly, the two cabins 2, 3 largely independent of each other by an associated drive movable.
  • the first and second drives each have an associated engine and each have an associated drive brake.
  • an elevator control 6 which controls the two drives of the cabins 2, 3.
  • call input devices which are each arranged on a floor and connected to the elevator control 6, a passenger calls a car 2, 3 on a floor.
  • these call input devices are designed as destination call input devices.
  • a passenger In the operation of such a destination call input device, a passenger not only displays his location at a floor on which he waits for a car 2, 3, but also notifies the elevator controller 6 of his desired destination floor.
  • the elevator control 6 assigns a suitable car 2, 3 to this call and moves the allocated car 2, 3 to the floor and finally to the destination floor.
  • the elevator control 6 controls the motor and the drive brake of the allocated cabin 2, 3 associated drive.
  • the elevator 1 has a shaft information system.
  • This shaft information system comprises, for example, a code strip 7 with code marks and per cabin 2, 3 a sensor 24, 34 for reading the code marks.
  • the code strip 7 is mounted along the carriageway in the elevator shaft 4.
  • the code marks preferably represent a unique, unmistakable position information.
  • Speed information can be generated by means of an evaluation of the position information over time.
  • the shaft information system thus provides at least information about its position and speed of the elevator control 6 and the safety device 22, 32 for each car 2, 3.
  • the safety device 22, 32 evaluates the position information and / or speed information received from the sensors 24, 34. This also includes the calculation of a distance between the cars 2, 3 from their position information.
  • the shaft information system has a distance sensor 25, which is arranged on the upper car 2.
  • this distance sensor 25 the distance to the lower cabin 3 can be detected.
  • the lower cabin 3 can be equipped with a distance sensor 36, with which a distance to the adjacent upper cabin 2 can be detected.
  • the distance sensors 25, 36 are each connected to the safety device 22, 32.
  • the safety device 22, 32 evaluates the distance information from the distance sensors 25, 36 incoming.
  • a distance sensor 25, 36 is designed, for example, as a laser distance measuring sensor or as an ultrasonic distance measuring sensor
  • the safety device 22, 32 check the incoming distance information of the respective distance sensors 25, 36 for equality. In this plausibility test, the safety device 22, 32 determines whether the distance sensors 25, 32 function reliably. If the distance information of the distance sensors 25, 36 does not match, the safety device 22, 32 takes appropriate measures to bring the elevator 1 into a safe state. For example, the safety device 22, 32 can immobilize the elevator 1, since a collision between the cars 2, 3 can no longer be ruled out if the distance information is incorrectly evaluated.
  • the distance information of the distance sensors 25, 36 are also comparable in a plausibility test with the distance calculated by the shaft information system from the position information of the cars 2, 3.
  • each cabin 2, 3 is assigned a decentralized safety device 22, 32, each with the cabin brake associated with a car 2, 3 23.1, 23.2, 33.1, 33.2 and the sensors 24, 34 is in communication.
  • the sensors 24, 34 transmit position and speed information to the safety device 22, 32.
  • the car brakes 23.1, 23.2, 33.1, 33.2 can be controlled by the safety device 22, 32.
  • the safety device 22, 32 communicates with the elevator control 6 and controls the first and second drive and its associated drive brakes and motors indirectly via this. Via the elevator control unit 6, a respective safety device 22, 32 also has information about the position and speed of the respective other car 3, 2.
  • the safety device 22, 32 of a car 2, 3 is directly connected to the respective drive and their associated drive brakes and may possibly directly drive the drive or the drive brakes or motors.
  • a central safety device can be used, which monitors both cabins 2, 3 and controls the drives and cabin brakes 23.1, 23.2, 33.1, 33.2.
  • a direct exchange of information about the position and speed of each other cabin 2, 3 between the two safety devices 22, 32 is possible.
  • the safety device 22, 33 of a car 2, 3 is connected to a respective cabin 2, 3 associated with the cabin brake 23.1, 23.2, 33.1, 33.2 and can control this in a dangerous approach of the two cabins 2, 3.
  • FIG. 1 The example shown relates to a snapshot in which the upper car 2 drives ahead in a direction A and a lower car 3 follows in a same direction B of the upper car 2.
  • the safety device 32 of the lower trailing cab 3 compares the current distance with a permissible safety distance D.
  • the safety device 32 has at least one processor and a memory unit, wherein a program for comparing a current distance with the safety distance D is stored on the memory unit and Processor calls this program and makes the comparison.
  • This program compares distance information provided by the shaft information system with a safety distance D.
  • This safety distance D is either a fixed value or a further program which enables a speed-dependent calculation of the safety distance D, stored on the storage unit.
  • the permissible safety distance D represents a distance at which just a safe deceleration of the following lower cabin 3 is possible. If this permissible safety distance is exceeded, the safety device 32 initiates a first braking action in order to prevent a collision between the two cars 2 and 3. For this purpose, the safety device 32 controls the drive of the following lower cab 3 to decelerate the lower cab 3.
  • the first braking measure is preferably carried out by actuation of a drive brake assigned to the drive. Alternatively or additionally, the first braking measure with a motor associated with the drive by applying a rotational movement of an associated traction sheave opposite torque can be performed.
  • the safety device 32 When initiating the first braking measure, the safety device 32 gives the following lower cabin 3 a deceleration curve.
  • this delay curve is stored permanently on the memory unit.
  • the deceleration curve preferably depends on the nominal speed which a car 2, 3 reaches during normal operation of the elevator 1.
  • the deceleration curve can be calculated as a function of the speed by means of a further program which is stored on the storage unit. To do this, the processor calls this program and performs the corresponding calculation.
  • the safety device 22, 32 compares the braking distance traveled by the instantaneous speed of the following lower cabin 3 with the speed value predetermined by the deceleration curve. For this comparison, another program is stored on the memory unit, which the processor calls and executes. If this deceleration curve can not be maintained by means of the first braking action, i.e. if a speed associated with an achieved braking distance is exceeded, the safety device 32 initiates a second braking action.
  • the safety device 32 controls the cabin brake 33.1, 33.2 assigned to the following lower cabin 3 to brake the lower cabin 3.
  • the invention can be applied to opposite directions of travel of the cabins 2, 3, wherein the lower cabin 3 as in the Fig. 1 shown moves in a direction B and the upper cabin 2 in a direction opposite to the direction A on the lower cabin 3 moves.
  • the safety distance D is doubled to 2 * D. If this safety distance falls below 2 * D, the safety device 22, 32 controls both drives or drive brakes or motors in order to initiate a first braking action. Both cabins 2, 3 are braked.
  • the safety distance 2 * D speed dependent of the safety device 22, 32 can be fixed. The faster a car 2, 3 is moved, the greater the safety distance D can be determined.
  • the safety device 22, 32 for each car 2, 3 before a deceleration curve. If one of the two cabins 2, 3 or even both cabins 2, 3 can not or can not comply with this deceleration curve or exceed or exceed a speed for a predetermined braking distance achieved, the safety device 22, 32 initiates a second braking action for the affected cabin 2 , 3 on.
  • the safety device 22, 32 controls the cabin brake 23.1, 23.2, 33.1, 33.2 of the respective car 2, 3 in order to decelerate the car 2, 3.
  • opposite directions of travel A, B of the two cabins 2, 3 so by means of the safety device 22, 32 for the first and for the second car 2, 3 depending on a first or possibly a second braking action can be introduced.
  • Fig. 2 and 3 are two braking examples based on a path-speed curve the two cabins 2, 3 shown.
  • Fig. 2 shows a situation similar to that Fig. 1 equivalent.
  • Both cabins 2, 3 are moved in the same direction of travel A, B.
  • a first preceding car 2 is moved in the direction of travel A and a second following car 3 is moved in the direction of travel B.
  • the following car 3 is moved before a time t1 at a speed c1, which is below the nominal speed n.
  • the preceding car 2 on the other hand, is moved before a time t1 at a speed which is less than c1. This is the case, for example, after a stop on a floor when approaching the preceding car 2.
  • the travel of the preceding car 2 before the time t1 is in the Fig. 2 not shown for clarity.
  • the safety device 32 initiates a first braking action.
  • the safety device 32 predefines a deceleration curve b.
  • the speed of the following car 3 is above the predetermined deceleration curve b. This causes the safety device 32 for the trailing cab 3 to initiate a second braking action.
  • the following car 3 of the deceleration cam c3 is decelerated accordingly to standstill. During this two-stage braking process of the following car 3, the preceding car 2 can be moved on at the speed c1.
  • the safety device 22, 32 each provide a deceleration curve b 'for both cabins 2, 3.
  • the first and second car 2, 3 of the deceleration cam c2 ' are decelerated accordingly.
  • the speed of the lower car 3 is above the predetermined deceleration curve b'.
  • This causes the safety device 32 for the lower cabin 3 to initiate a second braking action.
  • the lower cabin 3 is decelerated accordingly until the deceleration curve c3 stops.
  • the upper cabin 2 remains after initiation of the first braking action until reaching standstill always below the predetermined deceleration curve b ⁇ .
  • a second braking measure is not necessary for the upper cabin 2.

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

Claims (12)

  1. Ascenseur (1) avec
    - une première cabine (3) et une seconde cabine (2) qui sont aptes à se déplacer le long d'un guide commun,
    - un dispositif de sécurité (22, 32) avec lequel les cabines (2, 3) peuvent être surveillées, et
    - un système d'information de gaine (7) qui est relié au dispositif de sécurité et avec lequel la vitesse et la position des deux cabines peuvent être définies,
    étant précisé qu'à l'aide du dispositif de sécurité (22, 32), une première mesure de freinage est apte à être déclenchée pour au moins une première cabine (3) si les deux cabines (2, 3) n'atteignent pas un écartement de sécurité (D, D'), caractérisé en ce qu'à l'aide du dispositif de sécurité (22, 32), lors du déclenchement de la première mesure de freinage une première courbe de ralentissement (b, b') est apte à être prédéfinie pour au moins la première cabine (2, 3), étant précisé qu'à l'aide du dispositif de sécurité (22, 32), lors du dépassement de la courbe de ralentissement (b, b') une seconde mesure de freinage est apte à être déclenchée pour au moins la première cabine (3).
  2. Ascenseur (1) selon la revendication 1, caractérisé en ce que les deux cabines (2, 3) disposent chacune d'un entraînement, étant précisé qu'à l'aide du dispositif de sécurité (22, 32), l'entraînement, en particulier un frein d'arrêt, est apte à être commandé pour déclencher la première mesure de freinage.
  3. Ascenseur (1) selon l'une des revendications 1 ou 2, caractérisé en ce que les deux cabines (2, 3) disposent chacune d'un frein de cabine (23.1, 23.2, 33.1, 33.2), étant précisé qu'à l'aide du dispositif de sécurité (22, 32), le frein de cabine (23.1, 23.2, 33.1, 33.2) est apte à être commandé pour déclencher la seconde mesure de freinage.
  4. Ascenseur (1) selon l'une des revendications précédentes, caractérisé en ce que la première cabine (2, 3) dispose d'un capteur d'écartement (25, 36) à l'aide duquel un écartement par rapport à la seconde cabine (2, 3) est apte à être constaté.
  5. Ascenseur (1) selon l'une des revendications précédentes, caractérisé en ce qu'en présence d'un même sens de déplacement (A, B) des deux cabines (2, 3), une première ou une seconde mesure de freinage est apte à être déclenchée à l'aide du dispositif de sécurité (22, 32) seulement pour la première ou seconde cabine (2, 3) arrière.
  6. Ascenseur (1) selon l'une des revendications 1 à 4, caractérisé en ce qu'en présence de sens de déplacement (A, B) opposés des deux cabines (2, 3), une première ou une seconde mesure de freinage est apte à être déclenchée à l'aide du dispositif de sécurité (22, 32) pour les première et seconde cabines (2, 3), respectivement.
  7. Ascenseur (1) selon l'une des revendications précédentes, caractérisé en ce que l'écartement de sécurité (D, D') est apte à être prédéfini en fonction de la vitesse et/ou en fonction du sens de déplacement.
  8. Ascenseur (1) selon l'une des revendications précédentes, caractérisé en ce que la courbe de ralentissement (b, b') est apte à être prédéfinie en fonction de la vitesse.
  9. Ascenseur (1) selon l'une des revendications précédentes, caractérisé en ce que la courbe de ralentissement (b, b') est apte à être calculée directement lors du déclenchement de la première mesure de freinage, par un programme apte à être exécuté dans un processeur du dispositif de sécurité (22, 32), et est apte à être prédéfinie pour au moins la première cabine (2, 3).
  10. Ascenseur (1) selon l'une des revendications précédentes, caractérisé en ce qu'après le déclenchement de la première mesure de freinage, la seconde mesure de freinage est apte à être déclenchée sur la base d'une comparaison de la vitesse de ladite première cabine (2, 3) avec la valeur de vitesse prédéfinie de la courbe de ralentissement (b, b') pour chaque course de freinage parcourue.
  11. Ascenseur (1) selon la revendication 10, caractérisé en ce que la seconde mesure de freinage n'est apte à être déclenchée que sur la base de la comparaison de la vitesse de ladite première cabine (2, 3) avec la valeur de vitesse prédéfinie de la courbe de ralentissement (b, b') pour chaque course de freinage parcourue.
  12. Ascenseur (1) selon la revendication 10 ou 11, caractérisé en ce que la seconde mesure de freinage est apte à être déclenchée pour la première cabine (2, 3) sans surveillance de l'écartement entre les deux cabines (2, 3).
EP12798731.1A 2011-12-23 2012-12-10 Dispositif de sécurité pour un ascenseur doté de plusieurs cabines Active EP2794449B2 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
PL12798731T PL2794449T5 (pl) 2011-12-23 2012-12-10 Zespół bezpieczeństwa dla dźwigu z większą ilością kabin
EP12798731.1A EP2794449B2 (fr) 2011-12-23 2012-12-10 Dispositif de sécurité pour un ascenseur doté de plusieurs cabines

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
EP11195470.7A EP2607282A1 (fr) 2011-12-23 2011-12-23 Dispositif de sécurité pour un ascenseur doté de plusieurs cabines
PCT/EP2012/074941 WO2013092274A1 (fr) 2011-12-23 2012-12-10 Dispositif de sécurité pour un ascenseur comprenant plusieurs cabines
EP12798731.1A EP2794449B2 (fr) 2011-12-23 2012-12-10 Dispositif de sécurité pour un ascenseur doté de plusieurs cabines

Publications (3)

Publication Number Publication Date
EP2794449A1 EP2794449A1 (fr) 2014-10-29
EP2794449B1 true EP2794449B1 (fr) 2016-03-09
EP2794449B2 EP2794449B2 (fr) 2019-02-27

Family

ID=47326161

Family Applications (2)

Application Number Title Priority Date Filing Date
EP11195470.7A Withdrawn EP2607282A1 (fr) 2011-12-23 2011-12-23 Dispositif de sécurité pour un ascenseur doté de plusieurs cabines
EP12798731.1A Active EP2794449B2 (fr) 2011-12-23 2012-12-10 Dispositif de sécurité pour un ascenseur doté de plusieurs cabines

Family Applications Before (1)

Application Number Title Priority Date Filing Date
EP11195470.7A Withdrawn EP2607282A1 (fr) 2011-12-23 2011-12-23 Dispositif de sécurité pour un ascenseur doté de plusieurs cabines

Country Status (7)

Country Link
US (1) US9296590B2 (fr)
EP (2) EP2607282A1 (fr)
CN (1) CN104024138B (fr)
ES (1) ES2575862T5 (fr)
HK (1) HK1200157A1 (fr)
PL (1) PL2794449T5 (fr)
WO (1) WO2013092274A1 (fr)

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CN105517935B (zh) * 2013-09-03 2017-06-23 三菱电机株式会社 电梯系统
DE102014220629A1 (de) * 2014-10-10 2016-04-14 Thyssenkrupp Ag Verfahren zum Betreiben einer Aufzugsanlage
EP3209589B1 (fr) 2014-10-21 2022-04-20 Inventio AG Ascenseur équipé d'un système de sécurité électronique décentralisé
DE102014017486A1 (de) 2014-11-27 2016-06-02 Thyssenkrupp Ag Aufzuganlage mit einer Mehrzahl von Fahrkörben sowie einem dezentralen Sicherheitssystem
DE102015212882A1 (de) * 2015-07-09 2017-01-12 Thyssenkrupp Ag Verfahren zum Betreiben einer Aufzugsanlage, Steuerungssystem und Aufzugsanlage
AU2016231585B2 (en) * 2015-09-25 2018-08-09 Otis Elevator Company Elevator component separation assurance system and method of operation
CN105540363A (zh) * 2015-12-16 2016-05-04 中冶南方（武汉）自动化有限公司 一种多轿厢电梯群控系统及其安全控制方法
DE102018202551A1 (de) 2018-02-20 2019-08-22 Thyssenkrupp Ag Kollisionsverhinderung zwischen einer Führungseinrichtung und einem Fahrkorb
DE102018202549A1 (de) 2018-02-20 2019-08-22 Thyssenkrupp Ag Kollisionsverhinderung für eine Führungseinrichtung einer Aufzugsanlage
DE102018202553A1 (de) 2018-02-20 2019-08-22 Thyssenkrupp Ag Kollisionsverhinderung zwischen Schachtwechseleinheiten
DE102018202557A1 (de) 2018-02-20 2019-08-22 Thyssenkrupp Ag Kollisionsverhinderung zwischen Fahrkörben
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WO2003004397A1 (fr) 2001-07-04 2003-01-16 Inventio Ag Procede pour empecher une vitesse inacceptablement elevee du moyen de suspension de charge d'un ascenseur
EP1431229A1 (fr) 2001-09-28 2004-06-23 Mitsubishi Denki Kabushiki Kaisha Dispositif elevateur
EP1562848B1 (fr) 2002-11-09 2007-01-24 ThyssenKrupp Elevator AG Dispositif de securite destine a un systeme d'ascenseur comportant plusieurs cabines dans une cage
EP1698580B1 (fr) 2005-03-05 2007-05-09 ThyssenKrupp Aufzugswerke GmbH Système s'ascenseur
EP2022742A1 (fr) 2007-08-07 2009-02-11 ThyssenKrupp Elevator AG Système d'ascenseur

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PL2794449T5 (pl) 2019-08-30
EP2794449A1 (fr) 2014-10-29
EP2607282A1 (fr) 2013-06-26
US9296590B2 (en) 2016-03-29
ES2575862T3 (es) 2016-07-01
WO2013092274A1 (fr) 2013-06-27
CN104024138B (zh) 2017-05-10
EP2794449B2 (fr) 2019-02-27
US20130161131A1 (en) 2013-06-27
PL2794449T3 (pl) 2016-09-30
ES2575862T5 (es) 2019-10-21
CN104024138A (zh) 2014-09-03
HK1200157A1 (en) 2015-07-31

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