EP3083476A1 - Ascenseur pourvu d'un système de positionnement absolu pour une double cabine - Google Patents

Ascenseur pourvu d'un système de positionnement absolu pour une double cabine

Info

Publication number
EP3083476A1
EP3083476A1 EP14802354.2A EP14802354A EP3083476A1 EP 3083476 A1 EP3083476 A1 EP 3083476A1 EP 14802354 A EP14802354 A EP 14802354A EP 3083476 A1 EP3083476 A1 EP 3083476A1
Authority
EP
European Patent Office
Prior art keywords
cabin
absolute
elevator installation
frame
kne
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.)
Withdrawn
Application number
EP14802354.2A
Other languages
German (de)
English (en)
Inventor
Rudolf J. MÜLLER
Eric Birrer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Inventio AG
Original Assignee
Inventio AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Inventio AG filed Critical Inventio AG
Priority to EP14802354.2A priority Critical patent/EP3083476A1/fr
Publication of EP3083476A1 publication Critical patent/EP3083476A1/fr
Withdrawn legal-status Critical Current

Links

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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/34—Details, e.g. call counting devices, data transmission from car to control system, devices giving information to the control system
    • B66B1/36—Means for stopping the cars, cages, or skips at predetermined levels
    • B66B1/40—Means for stopping the cars, cages, or skips at predetermined levels and for correct levelling at landings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B11/00—Main component parts of lifts in, or associated with, buildings or other structures
    • B66B11/02—Cages, i.e. cars
    • B66B11/0206—Car frames
    • B66B11/0213—Car frames for multi-deck cars
    • B66B11/022—Car frames for multi-deck cars with changeable inter-deck distances
    • 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

Definitions

  • the invention relates to a lift with an absolute positioning system for a
  • the known elevator installation has a cabin frame in which two cabins are arranged vertically one above the other.
  • the two cabs are each suspended at one end of a hoist rope.
  • a drive unit is provided on the cabin frame, around which the hoisting rope is guided.
  • the hoist rope is in operative contact with a drive roller of the drive.
  • the elevator system of JP 2013-095572 A is a first sensor unit which measures the position of the first car relative to the car frame, and a second sensor unit which measures the position of the second car with respect to the car frame measures, equipped.
  • the elevator installation comprises a third sensor unit, which detects a position of the cabin frame with respect to the shaft.
  • the elevator installation comprises a first and second cabin, which are arranged symmetrically in opposite directions adjustable on a cabin frame.
  • the elevator installation comprises an information carrier which is arranged along a travel area of the first and second cabin or of the cabin frame.
  • the elevator system has via a first sensor unit, which is arranged on the first car, and via a second sensor unit, which is arranged on the second car.
  • the first sensor unit and the second sensor unit are designed to read information from the information carrier, which serve to determine a respective absolute position for the first and for the second cabin.
  • a Versteilantrieb is provided, preferably at
  • Hydraulic drives, spindle drives and the like which are operatively connected to the cabins.
  • the information carrier is preferably designed as a code carrier.
  • code carriers are, for example, bands that are suspended in the driving range of the cabins or are applied, for example, on a Fülirungsschiene. Accordingly, the read information is present as codewords, which are read by the first and second sensor unit from the information carrier or code carrier.
  • the elevator installation has only two sensor units in comparison with the prior art.
  • the positioning system is thereby considerably simplified and accordingly also cheaper to purchase.
  • both cabins can be adjusted simultaneously in different directions, a desired distance between the cabins can be set very quickly.
  • the two cabins can be coupled to one another in such a way that the respective cabin weights compensate each other and a correspondingly smaller displacement is achieved by the cabin
  • the first and the second sensor unit is a common
  • each of the first and second sensor unit associated with a processor which calculates an absolute position and / or an absolute speed based on the read information, wherein the processors are connected to a common safety control unit.
  • the first and the second sensor unit are each assigned a processor which calculates an absolute position and / or an absolute speed on the basis of the read information, the processors being connected to one another via a data line and each processor having an absolute position and / or absolute speed other processor has.
  • Absolute position is understood to mean a position which can be determined unambiguously with respect to a limitation of the driving range of the cars.
  • the driving range is limited by a shaft, a shoring, an outer wall of a building or the like.
  • the absolute speed of a cabin came by derivation of the read
  • Position information can be calculated over time. Accordingly, the
  • Absolute speed is a speed of the cabs with respect to the limitation.
  • the absolute speed is composed of the relative speed of the cabs with respect to the car frame and the speed of the cab frame with respect to the limit.
  • Cab frame can be dispensed with.
  • a respective processor or the safety control unit is adapted to, based on the absolute positions and absolute speeds of the cabins
  • Absolute position and / or calculate an absolute speed of the cabin frame Thanks to the symmetrically opposite adjustability of the cabins, knowing the two absolute positions of the cabs, the absolute position of the cab frame can also be determined.
  • a respective processor or safety control unit is adapted to compare the absolute position of the car frame with a previously stored end position to determine if an end position has been overrun.
  • a respective processor or the safety control unit can be designed to compare the absolute position of the respective cabin with a previously stored floor position range, to determine if bridging the cab or landing door contacts is allowed.
  • a respective processor or safety controller may be configured to compare the absolute speed for an absolute position of the car frame with a previously stored allowable position dependent speed
  • the floor position ranges and the maximum travel distances within the cabin frame are read in and stored during a learning run of the booths.
  • Floor positions may be indicated by position magnets used by the
  • the end positions, the floor position ranges and the permissible speeds or travel curves, in particular end-of-travel curves, can be calculated from the data from the learning run and predetermined system parameters such as the time values for the premature door opening, the maximum permissible speeds and the like.
  • a floor position area is to be understood as a position area which is around one
  • the floor position range takes into account, on the one hand, the possibility of premature cabin or shaft door openings and a tolerance range which is due to rope elongation.
  • An end position represents a position in the driving range, which the cabin frame must not drive over in the safe operation of the elevator installation, in order to avoid a collision of the cabin frame with the end of the area.
  • Context also carry the Endfahrkurven a contribution.
  • end-of-travel curves it is possible to ensure that the cab frame can be stopped safely before a travel end or does not exceed a permissible speed when driving onto a drive-on buffer.
  • driving curves it is possible to ensure that the cab frame can be stopped safely before a travel end or does not exceed a permissible speed when driving onto a drive-on buffer.
  • a respective processor or the safety control unit is designed to detect an overrun of an end position, if an improper door opening is detected outside a storey floor area, or if it is determined that it has crossed over
  • Driving curve a measure, in particular to carry out an emergency stop and / or a
  • a respective processor or safety control unit is adapted to, upon determining an end position override calculated from the absolute positions of the two cars, when the upper cabin is positioned on a second lowest floor and the lower cabin is located on a lowermost floor, in particular to trigger an emergency stop and / or an emergency brake to bring the elevator system in a safe state.
  • a respective processor or safety controller may be configured to determine an end position override calculated from the absolute positions of the two cabs when the upper cab is positioned on a second lowermost floor and the lower cab is a lowermost position relative to the cabin frame occupies a measure, in particular an emergency stop and / or a traction braking trigger to bring the elevator system in a safe state.
  • a measure in particular an emergency stop and / or a traction braking trigger to bring the elevator system in a safe state.
  • a respective processor or the safety control unit may be configured to detect a travel past the end position resulting from the
  • Absolute positions of the two cabins is calculated when the lower cabin is positioned on a lowest floor and the upper cabin is a lowermost position relative to the
  • Cabin frame occupies a measure, in particular to trigger an emergency stop and / or a fishing brake to bring the elevator system in a safe state. It is particularly advantageous that the upper cabin is movable below the position of the second lowest floor and the cabin distance does not have to be readjusted when the upper cabin is empty.
  • the elevator system has at least one Auffahrpuffer that limits a lower travel range of the cabin frame.
  • a distance between the loading buffer and an end position of the car frame are dimensioned such that a minimum distance between the loading buffer and the car frame is maintainable even if the lower cabin on a lowest floor and the upper cabin on a second lowest Floor are positioned.
  • the elevator system has at least one Auffahrpuffer that limits a lower driving range of the cabin frame.
  • a distance between the Auffahrpuffer and an end position of the cabin frame is dimensioned such that a minimum distance between the Auffahrpuffer and the cabin frame is maintainable even if the upper cabin is positioned on a second lowermost floor and a top posi tion with respect to the cabin frame occupies.
  • the elevator installation has at least one ramp-up buffer which delimits a lower travel area of the cabin frame.
  • a distance between the loading buffer and an end position of the car frame is dimensioned such that a minimum distance between the loading buffer and the car frame can be maintained even if the lower car is positioned on a lowermost floor and occupies an uppermost position with respect to the car frame.
  • a respective processor is also designed to monitor an end position with respect to an upper end of the travel range.
  • a respective processor is also designed to monitor an end position with respect to an upper end of the travel range.
  • End of travel range transferable Accordingly, the monitoring of an end position depending on the holding conditions of the upper and lower cabin with respect to a top floor and a second-highest floor.
  • at least one upper Auffahrpuffer is provided at the upper end of the travel range.
  • the minimum distance between the upper Auffahrpuffer and an end position of the cabin frame is analogous to a minimum distance between the lower Auffahrpuffer and the cabin frame interpretable.
  • FIG. 1b schematically shows the double-decker cabin in a second situation
  • Figure lc schematically shows the double-decker cabin in a third situation.
  • FIG. 1a shows an elevator installation 1 with at least one car frame 10 which can be moved in a travel area 2 provided for driving the car frame 10.
  • the driving area 2 can be provided in a shaft of a building.
  • the cabin frame 10 is suspended at one end of a traction means 6.
  • the traction means 6 is guided at least 15 around a traction sheave of a drive.
  • the drive is arranged in the shaft or a separate room. According to a current direction of rotation of
  • the cabin frame 10 is moved up or down through the driving area 2.
  • the cab frame 10 can also be suspended via a centrally arranged pulley or a plurality of pulleys on the traction means 6 in a suspension ratio of 2: 1.
  • the person skilled in the art can also realize higher suspension conditions.
  • a first cabin 1 1 and a second cabin 12 are arranged adjustable.
  • the first car 1 1 is arranged above the second car 12.
  • the cab frame 10 has at least two longitudinal members, which are connected by a lower cross member, an upper cross member and a central cross member.
  • An adjusting unit with which the first and the second car 1 1, 12 are adjustable in the car frame 10 is located on the car carrier.
  • an adjustment may be attached to the upper cross member, which serves to drive a further traction sheave.
  • the other traction sheave is connected via 0 a shaft with the adjustment.
  • the first and the second cabin 1 1, 12 are each suspended at one end of another traction means.
  • the further traction means passes over the further traction sheave and is in operative contact with this, so that transmits a rotational movement of the further traction sheave on the further traction means.
  • the distance between the cabins 1 1, 12 can be varied via the adjustment. Depending on the direction of rotation of the further traction sheave, the distance is thereby increased or reduced within certain limits.
  • a floor space may vary within a building.
  • a pedestal distance d34 with respect to a lobby may be greater than an otherwise provided floor space.
  • the distance between the cars 11, 12 can be increased by up to 3 m starting from a minimum distance d min.
  • An adjustment away from the first cabin 11 is at least approximately the same size as a displacement of the second car 12. Further, the two cabs 1 1, 12 are adjusted in opposite directions.
  • the adjustment has at least substantially only apply a torque to the other traction means, which is sufficient to overcome the between the two cabins 1 1, 12 unbal weight change and system friction forces.
  • the drive of the elevator installation is controlled by an elevator control 7.
  • Elevator control 7 communicates with the drive via a line. In FIG. 1 a, this is illustrated by an arrow 8. Due to car calls or destination inputs, the
  • Elevator control 7 the drive to the cabin frame 10 and the therein arranged cabins 1 1, 12 on floors 3, 4, n to proceed.
  • the elevator control 7 is connected to an absolute positioning system, which continuously transmits to the elevator control 7 information on the position of the cars 1 1, 12 or of the cabin frame 10.
  • the absolute positioning system comprises at least one code carrier 20, which is shown here as a code band suspended in the travel area 2 of the car carrier 10. Furthermore, sensor units 21, 22 are provided in the system, which read a code on the code carrier 20.
  • the first cabin 11 is a first sensor unit 21 and the second cabin 12 a second
  • Sensor unit 22 assigned. Each of these sensor units 21, 22 is associated with a processor 23, 24.
  • the processor can evaluate the code provided by the sensor units 21, 22 and calculate an instantaneous absolute position of the respective car 1 1, 12.
  • the two processors 23, 24 are provided with a
  • Safety control unit 27 in conjunction.
  • the respective processors 23, 24 transmit the calculated absolute positions of the cabins 1 1, 12 to the safety control unit 27.
  • Safety control unit 27 able to calculate an absolute position of the cabin frame 10.
  • the two sensor units 21, 22 may also be connected directly to the safety control unit 27. Accordingly, no separate processors 23, 24 are provided. The evaluation of the incoming sensor signals is made in the safety control unit 27, so that both the absolute positions of the cabins 1 1, 12 and the absolute position of the cab frame 10 in the
  • Safety controller 27 is calculated.
  • processors 23, 24 are directly connected to each other and exchange according to absolute positions of the respective cabin 1 1, 12 from.
  • each processor 23, 24 can calculate an absolute position of the car frame 10 based on the information available to it on the absolute position of both cars 1 1, 12.
  • processors 21, 22 or safety control unit 27, starting from the absolute positions of the cabins 1 1, 12 and the car frame 10 also a
  • the absolute positions of the cabins 1 1, 12 can be used to decide whether a car door of a respective car 1 1, 12 or an approached floor 3, 4, n are permissibly open.
  • the state of the cabin doors is ever monitored with a door contact 25, 26.
  • the door contacts 25, 26 are connected to the processors 23, 24 via a line. When opening the car doors, the associated door contact 25, 26th
  • the processors 23, 24 or the safety controller 27 direct a measure, preferably an emergency stop and / or a catch braking, to bring the elevator system 1 in detecting an improper opening in a safe state.
  • FIG. 1 a illustrates the elevator installation in a first situation, in which the cabin frame 10 is moved into a lower travel area 2. Accordingly, the upper cabin 11 serves a second lower floor 4 and the lower cabin 12 serves a lower floor 3. The two floors 3, 4 are spaced by a distance d34. In this situation, starting from the abso lutpositionen of the two cabins 1 1, 12 an absolute position of the
  • the latter absolute position is compared with an end position KNE_0.
  • the end position KNE_0 represents a lowest position, which is from the
  • Cab frame 10 may be approached. If this end position KNE_0 is run over, the processors 23, 24 or the safety control unit 27 initiate measures to prevent a collision of the car frame 10 with a lower structure of the shaft 2 or to maintain a maximum permissible speed of the car frame 10 on a loading buffer 5 , For this purpose, the safety control unit 27 causes the drive an emergency stop and / or a safety brake, which is arranged on the cabin frame 10 to go to catch.
  • the processors 23, 24 or the safety control unit 27 can also monitor compliance with a maximum permissible speed, preferably position-dependent.
  • position-dependent permissible speeds are represented as travel curves, in particular end curves.
  • the processors 23, 24 or the safety control unit 27 here compare an absolute speed with the permissible speed or a
  • Absolute position speed for an absolute position with a position-dependent o permissible speed If the permissible speed is exceeded, divert the
  • Processors 23, 24 or the safety control unit 27 measures, such as an emergency stop and / or a trailing brake to bring the elevator system 1 in a safe state.
  • the floor areas UET 3 UET_4 are read in and stored on the basis of a learn run.
  • the learning trip includes the process of the cabins 1 1, 12 in their
  • At least one Auffahrpuffer 5 is provided, which buffers a driveway of the cabin frame 10. The distance dO between the loading buffer 5 and the
  • End position KNE_0 is dimensioned so that a minimum distance HKP 0 between the
  • Cab frame 10 and the Auffahrpuffer 5 can be met.
  • HKP a distance between the car frame 10 and the loading buffer 5 is defined when the cars 1 1, 12 are on the floor 3, 4.
  • the distance HKP_0 is larger than an associated ride between a floor 3, 4 to the final position KNE_0.
  • the final position KNE_0 is typically 100 mm below the last floor 3, 4. HKP 0 is therefore more than 100 mm.
  • FIG. 1b shows a second situation of the car frame 10 in a lower region of the shaft 2.
  • the upper car 1 1 is positioned on a floor 4 and the lower car 12 occupies a lowermost position with respect to the car frame 10.
  • the distance dmax between the cabins 1 1, 12 is maximum.
  • the permissible end position KNE_1 is set correspondingly lower.
  • the distance dl between the loading buffer 5 and the end position KNE_1 is selected so that a minimum distance HKP l between the car frame 10 and the
  • FIG. 1c shows a third situation of the cabin frame 10 in a lower region of the shaft 2.
  • the lower cabin 12 is positioned on a floor 3 and the upper cabin 12 occupies a lowermost position relative to the cabin frame 10.
  • a distance dmin between the cabins 1 1, 12 is minimal.
  • the permissible end position KNE_2 becomes
  • the distance d2 between the loading buffer 5 and the end position KNE_2 is selected so that a minimum distance HKP 2 between the car frame 10 and the loading buffer 5 can be maintained.
  • one cabin 12 or 11 is empty and only the other cabin 11 or 12 is moved to a floor 4 or 3 respectively. In these situations, the cabin distance may not need to be adjusted.
  • the pit pit may be laid deeper. This results in a greater latitude in the operation of the elevator installation 1.

Landscapes

  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Civil Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Structural Engineering (AREA)
  • Elevator Control (AREA)

Abstract

L'invention concerne une installation d'ascenseur (1) pourvue d'une première et d'une deuxième cabine (11, 12), qui sont disposées de manière à pouvoir se déplacer sur un cadre de cabine (10) de manière symétrique et dans des directions opposées. En outre, l'installation d'ascenseur (1) dispose d'un support d'informations (20), qui est disposé le long d'une zone de circulation (2) de la première et de la deuxième cabine (11, 12) ou du cadre de cabine (10), d'une première unité de détection (21), qui est disposée sur la première cabine (11), et d'une deuxième unité de détection (22), qui est disposée sur la deuxième cabine (12). L'invention se caractérise par le fait que la première unité de détection (21) et la deuxième unité de détection (22) sont conçues pour lire des informations provenant du support d'informations (20), lesquelles servent à déterminer chaque position absolue pour la première et la deuxième cabine (11, 12).
EP14802354.2A 2013-12-18 2014-11-13 Ascenseur pourvu d'un système de positionnement absolu pour une double cabine Withdrawn EP3083476A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP14802354.2A EP3083476A1 (fr) 2013-12-18 2014-11-13 Ascenseur pourvu d'un système de positionnement absolu pour une double cabine

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
EP13198208.4A EP2886501A1 (fr) 2013-12-18 2013-12-18 Ascenseur doté d'un système de positionnement absolu pour une cabine à double étage
EP14802354.2A EP3083476A1 (fr) 2013-12-18 2014-11-13 Ascenseur pourvu d'un système de positionnement absolu pour une double cabine
PCT/EP2014/074480 WO2015090748A1 (fr) 2013-12-18 2014-11-13 Ascenseur pourvu d'un système de positionnement absolu pour une double cabine

Publications (1)

Publication Number Publication Date
EP3083476A1 true EP3083476A1 (fr) 2016-10-26

Family

ID=49880451

Family Applications (2)

Application Number Title Priority Date Filing Date
EP13198208.4A Withdrawn EP2886501A1 (fr) 2013-12-18 2013-12-18 Ascenseur doté d'un système de positionnement absolu pour une cabine à double étage
EP14802354.2A Withdrawn EP3083476A1 (fr) 2013-12-18 2014-11-13 Ascenseur pourvu d'un système de positionnement absolu pour une double cabine

Family Applications Before (1)

Application Number Title Priority Date Filing Date
EP13198208.4A Withdrawn EP2886501A1 (fr) 2013-12-18 2013-12-18 Ascenseur doté d'un système de positionnement absolu pour une cabine à double étage

Country Status (5)

Country Link
US (1) US20160318734A1 (fr)
EP (2) EP2886501A1 (fr)
CN (1) CN105829231A (fr)
HK (1) HK1226044A1 (fr)
WO (1) WO2015090748A1 (fr)

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ES2763933T3 (es) * 2016-08-02 2020-06-01 Kone Corp Procedimiento, unidad de control de ascensor, y sistema de ascensor para ajustar dinámicamente un límite de velocidad de nivelación de una cabina de ascensor
EP3704048B1 (fr) 2017-10-31 2021-12-01 Inventio AG Dispositif de surveillance de sécurité destiné à surveiller des conditions relatives à la sécurité dans une installation de transport de personnes ainsi que procédé de fonctionnement d'un tel dispositif
JP6806108B2 (ja) * 2018-03-23 2021-01-06 フジテック株式会社 ダブルデッキエレベータ
CN112154114B (zh) * 2018-06-27 2022-08-23 因温特奥股份公司 用于确定电梯设备的电梯轿厢的位置的方法和系统
CN109399410A (zh) * 2018-12-12 2019-03-01 上海新时达电气股份有限公司 双轿厢电梯定位控制系统、方法及计算机可读存储介质
JP7192708B2 (ja) * 2019-08-09 2022-12-20 株式会社ダイフク 昇降体支持台
JP7323012B1 (ja) 2022-06-10 2023-08-08 フジテック株式会社 ダブルデッキエレベータ

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CA2165247C (fr) * 1995-01-20 2006-05-23 Bernhard Gerstenkorn Methode et appareil de mesure pour puits d'ascenseur
SG126669A1 (en) * 1998-02-02 2006-11-29 Inventio Ag Double-decker or multi-decker elevator
JP2000072344A (ja) * 1998-09-03 2000-03-07 Mitsubishi Electric Corp エレベータ装置
JP4457450B2 (ja) * 1999-12-20 2010-04-28 三菱電機株式会社 ダブルデッキエレベータ制御装置
JP4107858B2 (ja) * 2002-03-22 2008-06-25 東芝エレベータ株式会社 ダブルデッキエレベータ
JP4204249B2 (ja) * 2002-04-12 2009-01-07 東芝エレベータ株式会社 ダブルデッキエレベータ
JP2004238189A (ja) * 2003-02-10 2004-08-26 Otis Elevator Co ダブルデッキエレベータの制御装置
WO2005100224A1 (fr) * 2004-04-06 2005-10-27 Mitsubishi Denki Kabushiki Kaisha Appareillage d'ascenseur et méthode pour gérer cet appareil
ES2702973T3 (es) * 2006-06-07 2019-03-06 Otis Elevator Co Garantía de separación de hueco de ascensor de múltiples cabinas
CN101945817B (zh) * 2007-12-21 2013-04-03 因温特奥股份公司 具有距离控制器的电梯系统
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BRPI0923698B1 (pt) * 2008-12-26 2020-01-14 Inventio Ag instalação de elevador com pelo menos duas cabines de elevador, método de monitoramento de uma instalação de elevador e dispositivo de segurança
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JP5837800B2 (ja) 2011-11-02 2015-12-24 株式会社日立製作所 階高調整式ダブルデッキエレベータ
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EP2657171B1 (fr) * 2012-04-26 2014-06-11 Cedes AG Installation d'élévation, dispositif de marquage et dispositif de mesure

Also Published As

Publication number Publication date
WO2015090748A1 (fr) 2015-06-25
EP2886501A1 (fr) 2015-06-24
CN105829231A (zh) 2016-08-03
HK1226044A1 (zh) 2017-09-22
US20160318734A1 (en) 2016-11-03

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