EP3206982B1 - Procédé de fonctionnement d'un système de transport et système de transport correspondant - Google Patents

Procédé de fonctionnement d'un système de transport et système de transport correspondant Download PDF

Info

Publication number
EP3206982B1
EP3206982B1 EP15775468.0A EP15775468A EP3206982B1 EP 3206982 B1 EP3206982 B1 EP 3206982B1 EP 15775468 A EP15775468 A EP 15775468A EP 3206982 B1 EP3206982 B1 EP 3206982B1
Authority
EP
European Patent Office
Prior art keywords
car
cars
block
stops
stop
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
EP15775468.0A
Other languages
German (de)
English (en)
Other versions
EP3206982A1 (fr
Inventor
Qinghua Zheng
Florian Dignath
Erhard LAMPERSBERGER
Thomas Beck
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.)
TK Elevator Innovation and Operations GmbH
Original Assignee
TK Elevator Innovation and Operations GmbH
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 TK Elevator Innovation and Operations GmbH filed Critical TK Elevator Innovation and Operations GmbH
Publication of EP3206982A1 publication Critical patent/EP3206982A1/fr
Application granted granted Critical
Publication of EP3206982B1 publication Critical patent/EP3206982B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • 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
    • B66B1/2408—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration where the allocation of a call to an elevator car is of importance, i.e. by means of a supervisory or group controller
    • B66B1/2491—For elevator systems with lateral transfers of cars or cabins between hoistways
    • 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
    • B66B1/2408—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration where the allocation of a call to an elevator car is of importance, i.e. by means of a supervisory or group controller
    • B66B1/2466—For elevator systems with multiple shafts and multiple cars per shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B2201/00—Aspects of control systems of elevators
    • B66B2201/20—Details of the evaluation method for the allocation of a call to an elevator car
    • B66B2201/243—Distribution of elevator cars, e.g. based on expected future need
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B2201/00—Aspects of control systems of elevators
    • B66B2201/40—Details of the change of control mode
    • B66B2201/401—Details of the change of control mode by time of the day

Definitions

  • the present invention relates to a method for operating a transport system, in particular an elevator system, and a corresponding transport or elevator system.
  • the elevator shafts are divided into groups, with specific groups serving specific floor areas in advance.
  • express elevators are also provided, which only serve individual floors. Passengers may then have to change trains to reach their destination.
  • Such groupings of Elevator shafts are used to unbundle traffic flows, but they require a lot of building technology and space.
  • the conventional elevator systems can be differentiated according to the number of elevator cars per shaft. What most conventional elevator systems have in common is that there is only one cabin in each shaft. There are therefore no boundary conditions or restrictions with regard to the travel orders of the cabins among themselves.
  • multicar elevator systems two or more cars move in one shaft.
  • An example of this is the applicant's "Twin" elevator system, in which two cars are located in one shaft and can move independently of one another.
  • the control method of this system is based on the aforementioned destination selection control and groups the cars such that the upper car in each shaft is used to serve the upper floors and the respective lower car is used to serve the lower floors.
  • the boundary condition that both cars in each shaft do not impede each other is taken into account.
  • the JP H08-282926 A discloses a method of controlling a transportation system to eliminate a bottleneck phenomenon to allow passengers to get on and off at a plurality of positions in the car's circumferential direction.
  • a distance between the floors of a first reference floor and a second reference floor is set via the minimum distance between the floors in order to arrange the first and the second reference floor in series with an ascending extension path.
  • a reference boarding and disembarking opening is formed, allowing simultaneous boarding and disembarking in two positions to improve transport capacity.
  • the floor spacing is designed via the minimum floor spacing because the construction of a building is on the premise that a multi-car system elevator system is provided.
  • the U.S. 6,955,245 B2 describes an elevator system with three shafts in which two or more elevator cars are located.
  • the three shafts are divided into a shaft for ascents, another shaft for descents and a shaft for parking elevator cars.
  • a third elevator car is transferred into the shaft for ascent or descent. After completing the corresponding driving orders the empty car can be transferred to the nearest transfer station in the parking shaft.
  • the US 2010/0078266 A1 describes an elevator system with at least one shaft and at least two cars that can be moved independently of one another in a shaft.
  • a described example employs two cable elevator cars. These can go in the same or the opposite direction.
  • the central control then controls the cabins depending on the sensor signals depending on the driving orders.
  • the DE 37 32 240 C2 describes an elevator system with several elevator shafts, each of which serves different floor areas.
  • the traffic flow is heavy, the departures of the elevator cars that have stopped at a transfer floor are delayed to allow a sufficient number of passengers to board.
  • an elevator system with at least two elevator shafts is known, with transfer levels being available for changing between the shafts in order to serve specific floor areas.
  • Each shaft is divided into so-called local shafts, in which the elevator cars can move independently.
  • the US 5,107,962A relates to an elevator installation with a shaft in which two or more elevator cars can be moved, each being cable elevator cars.
  • two elevator cars are arranged next to one another in an upper part of the shaft and can be moved, while another elevator car can be moved in a lower part of the shaft.
  • the EP 2 341 027 B1 proposes a method for controlling an elevator system with at least one shaft, in which at least one car for transporting people and/or loads can be moved by means of a drive device, and with an elevator control device that controls the operation of the elevator system, usage data of the elevator system being transmitted via a predetermined detection period are detected and evaluated and the operation of the elevator system depending on detected usage patterns is predictively controlled in an energy-optimized and/or conveying capacity-optimized manner.
  • the WO 2007/024488 A2 relates to the control of a twin elevator system, already mentioned above, with a plurality of shafts and a plurality of pairs of elevator cars, with a specific zone of the corresponding shaft being assigned to each elevator car.
  • WO 2004/048243 A1 a method for controlling a twin elevator system with a destination selection controller is also known. Concerns a target call the shared lane, along which two cars can be moved up and down separately, the lane section required to serve the destination call is assigned to one car and blocked for the time of the assignment for the other cars.
  • the control procedure according to WO 2004/048244 A1 assumes the same elevator system and is based on the same principles as that of the WO 2004/048243 A1 .
  • the EP 0 769 469 B1 relates to a so-called multi-mobile elevator group with several shafts and several elevator cars, each car being driven by its own independent drive and provided with its own brake.
  • the shafts are each connected to one another at their upper and lower ends with a connecting passage.
  • the cabins can change their direction of travel by changing the shaft.
  • the direction of travel of a car can also change within a shaft.
  • this document proposes that each car be equipped with its own safety module, which can trigger braking processes not only in its own car but also in neighboring cars, the safety module from current travel data of the cars based on stopping requests necessary braking behavior of the cabins is calculated so that collisions between cabins are prevented.
  • a cyclic multi-car elevator system with one shaft leading up and one shaft leading down and a plurality of elevator cars which can be moved up and down in these two shafts. Transfer stations are located at both ends of these shafts, by means of which the cars can be transferred horizontally from one shaft to the other shaft. These stations can also be designed to store additional cabins in case of need. Furthermore, there can be stations located between the two shafts for sorting out a car that is defective, for example.
  • This cyclical multi-cabin elevator system can be scaled to the respective needs.
  • a cyclic multi-car paternoster-style elevator system was developed by Hitachi in the EP 1 647 513 A2 Registered.
  • several elevator cars circulate in a shaft leading up or down, the two ends of which each represent transfer stations for the individual cars from one shaft to the other shaft.
  • Each two cars are coupled to each other via rope drives, so that for example one of the two cars is in the upper part of the elevator shaft leading up, while the other of the two cars is in the lower part of the elevator shaft leading down.
  • Several such elevator car pairs are accommodated in the two shafts via a special steel cable drive system.
  • Each elevator car of such a pair of elevator cars serves as a counterweight for the respective other elevator car.
  • the individual pairs of elevator cars can be operated independently of the other pairs, with mutual hindrances being ruled out.
  • the principle of the cyclic multi-car elevator system has the advantage of requiring little space, since in principle only two elevator shafts are required, with several elevator cars being able to be accommodated in the respective shafts in order to achieve the greatest possible transport capacity.
  • the invention proposes a method for controlling a transport system and a corresponding transport system according to the independent patent claims. Further advantageous configurations are the subject matter of the respective dependent claims and the following description. Since the presented here new concept according to the invention is not only limited to elevator systems, the invention is generally related to a transport system and its control.
  • the transport system comprises at least two conveyor sections along which at least three cabins are moved individually, and thus essentially independently of one another.
  • the conveying sections are formed in particular by shafts running vertically. In addition, conveying sections running horizontally are provided in particular. In principle, however, the conveying sections can run as desired, in particular at least partially on circular paths, along a diagonal, etc.
  • “cabins” are known as elevator cabins, otherwise the “cabins” represent conveying means for people or objects such a cabin also represent a vehicle, a robot or the like, with the help of which people or objects can be picked up for transport and/or set down to end a transport.
  • each car in cyclical operation of the transport system, each car, starting from a first starting position (assigned to it), runs through a first conveying section (assigned to it) and then a second conveying section (assigned to it) back to the first starting position.
  • a cyclic operation is in particular a circulating operation.
  • a specific car starting from a first starting position, runs through an upwards shaft and then a downwards shaft back to the first starting position.
  • the corresponding Elevator installation consequently represents a form of a cyclic multi-car elevator installation, as mentioned in the introduction to the description.
  • each car can stop at at least one stop along at least one conveyor section. In particular, it is provided that each car stops at at least one stop along a conveyor section.
  • one or more consecutive stops are each assigned to a block, the number m of cars preferably being at least equal to the number j of blocks.
  • the travel of the cabins is controlled in such a way that the cabins each approach a predetermined block one after the other.
  • the travel of the cabins is controlled in such a way that initially a specific block of stops is assigned to each cabin in advance, depending on the volume of traffic. This assignment is based on a known daily traffic volume.
  • traffic volume is to be understood as the volume at departure stops and the demand for destination stops.
  • the distribution of the cabins on the blocks must also be taken into account, taking into account a minimal interference between the individual cabins.
  • the transport to the respective destination stop takes place with the cabin that is assigned to the block associated with this destination stop.
  • Destination selection control is to be understood here as meaning that the respective departure and destination stops along the conveying sections of the transport system are known in order to control the journey of the cabins.
  • the passage through the first conveyor section and the second conveyor section in other words the journey of each car starting from its first starting position back to this first starting position, takes place in a cycle time that is the same for all cars.
  • This cycle time is appropriately specified depending on the number of stops and the volume of traffic.
  • the number j of blocks is at least three and the number m of cars is greater than or equal to the number j of blocks.
  • a group of j cars is selected from a number m of cars, with the j cars representing consecutive cars in their journey through the elevator system for the sake of simplicity.
  • all cars should run through the same first conveyor section, ie a shaft leading up, and then all cars should run through the same second conveyor section, ie a shaft leading downward of the elevator system.
  • the first car of said group of j cars now travels to a predetermined block, the second car to a block assigned to it, and so on until the last car travels to a block of stops assigned to it.
  • an equal cycle time is specified for each car to run through the first and the second conveyor section, i.e. the cycle of each elevator car for a complete journey through an upwards shaft and a downwards shaft back to the starting position is in traveled at the same time.
  • the control of the travel of cabins according to the invention is based on a periodically repeating cycle in which each cabin, starting from a first starting position, runs through a first conveyor section and then runs through a second conveyor section back to the first starting position.
  • This cycle can be viewed as a predictable schedule of cars.
  • the control according to the invention permits flexible deviations for each cabin within predetermined time limits, which, according to the holding requirements, allow individual operation of stops allowed.
  • the inventive distribution of the cars to the blocks of stops advantageously avoids mutual interference between the cars or at least reduces such an interference in comparison to conventional methods.
  • the sum of both of the measures mentioned, namely the same cycle time and the distribution to blocks offers improved transport capacity, taking into account the avoidance of obstruction of the individual cabins.
  • first conveyor section can be moved up a first shaft from its first starting position (on the ground floor), while a second car can be moved up from its first starting position in a second shaft (which in turn can be on the ground floor). can be moved upwards in this shaft.
  • the two cabins can each be moved down in separate shafts or at least along separate conveyor sections in order to then return to their respective first starting positions.
  • the cycle times for running through the respective first and second conveying section are the same for each cabin.
  • the first conveying section of a cabin is thus a first route that a cabin runs through to a certain point, while a second conveying section means a subsequent path of this cabin, in particular a subsequent path that leads the cabin back to its first starting position.
  • the directions of the first and the second conveying section can be arbitrary insofar as they each form a closed path together.
  • first conveying section and the second conveying section can each form a semicircle, which together result in a circle.
  • first and the second conveying section can also be arranged linearly next to one another in respectively opposite directions.
  • the first and second conveyor sections do not have to have the same length, but can have different lengths.
  • a (first) group of j cars is advantageously defined, the travel of which is advantageously controlled as follows: A first car drives to a first block, a following second car drives to a second block and so on and a following j-th car finally drives to a j-th block.
  • the blocks are selected in such a way that the jth block is closer to a first starting position than the (j-1)th block, and the (j-1)th block is in turn closer to the first starting position than the (j -2)th block and so on.
  • a first car travels to the block that is furthest away in relation to the first starting position
  • a following (especially the immediately following) second car travels to a second block that is closer to the first starting position and so on until the last car reaches one moves to the next block to the first starting point.
  • the first initial position is defined by the first starting positions of the cabins: If all j cabins each have the same first starting position, the first initial position mentioned represents precisely this first starting position. If the respective first conveyor sections (or a part thereof) of the cabins are parallel to one another (e.g .
  • the first starting position represents that level (or that level or that level) on which the respective first starting positions of these cars lie (in the case of an elevator system, for example, the ground floor).
  • the first starting position can therefore be defined in such a way that it contains the first starting positions of the cars.
  • the first starting position is thus the "starting line” from which the cabins start their transport begin along their respective first conveying sections. In the case of an elevator system, this "start line” coincides with the "start floor", which is mostly the ground floor.
  • the first starting positions can also be next to one another, for example, and then form such a starting line as the first starting position;
  • the first starting positions are offset from one another, for example in the case of a circular or curved course of the first conveyor section (comparable to the starting line in a 400m run on lanes arranged next to one another, which in a stadium are at least partly curved get lost).
  • said group of j cars is selected from a number m of cars, with again for the sake of simplicity the j cars following one another in their journey through to represent the elevator system.
  • all cars are to pass through the same first conveyor section (upward shaft) and the same second conveyor section (downward shaft), so that all cars pass through the same first starting position, which as a result is associated with the first starting position is identical.
  • the first car of said group of j cars now calls at the highest block of stops, while the second car calls at the block of stops below, and so on until the last car calls at the next block of stops, with one or more consecutive stops are each assigned to a block.
  • this measure ensures that the elevators are distributed to different blocks without interfering with each other. If necessary, each car stops at at least one stop in the block assigned to it. This measure allows the cabs to be optimally distributed over the existing blocks with the least possible mutual interference, and the volume of traffic can be optimized are taken into account. In particular, it is provided that each car stops at at least one stop of the block assigned to this car.
  • an equal cycle time is specified for each car to run through the first and the second conveyor section, i.e. the cycle of each elevator car for a complete journey through an upwards shaft and a downwards shaft back to the starting position is in traveled at the same time.
  • each block of stops is approached by one or more cars.
  • a first car goes to the furthest block, the immediately following second car to the middle block and the immediately following third car to the nearest block, with a subsequent fourth car driving to the furthest block and the following three cars to the Approach three blocks in the same way as the first three cars if there are particularly many requests for the farthest block.
  • the number is preferably m of the cabins is simple, double or triple the number j of the blocks.
  • the number m of cars is to be selected in particular as a function of the number of stops that can be approached, with the number m of cars advantageously being less than the number of stops.
  • it makes sense to select an equal number j of blocks or half the number of cars or a third of the number of cars as the number j of blocks.
  • a block can only contain a single stop with a large number of arrival requests. Conversely, a block can contain a large number of stops, each with a smaller number of trip requests.
  • the number of cars is at least an integral multiple with k > 1 of the number j of blocks, it makes sense if each additional group of j cars following the first group mentioned approaches the j blocks in the same way as the first group of j cabins.
  • the first group of three cars drives to the three blocks one after the other in the manner indicated, whereupon the second group of three cars drives to the three blocks in the same way.
  • the first and fourth car each first travels to the block that is furthest away, the second and fifth car each to the middle block and the third and sixth car to the next block.
  • the cabins of a group of j cabins are directly select consecutive cabins.
  • this does not necessarily have to be the case has already been explained above using examples.
  • each car stops at least at one stop, if necessary, at least along one conveyor section.
  • stops for the respective cabins can only be provided along the (each) first conveyor section, while the (each) second conveyor section is traversed, for example without stopping, from the cabins back to the (each) first starting position.
  • the stops along the first conveyor section are advantageously each divided into blocks.
  • this second starting position being defined by second starting positions of the cabins, analogously to the first starting position. If the second starting position is the same for all cabins, in particular if the second starting position is the highest floor that can be reached by the cabins, the second starting position corresponds to this second starting position. If all or part of the second starting positions are adjacent (e.g. adjacent stops in the highest Floor) the connecting line of these second starting positions defines the second starting position.
  • the cabins move in turn to a predetermined block of the second conveyor section, in which case it is particularly advantageous if the journey of a (first) group of j cabins to the blocks of the second conveyor section is controlled in the same way in relation to the second starting position how the journey of these cars to the blocks of the first conveyor section is based on the first starting position.
  • the first starting position is specified as the ground floor, while the second starting position is, for example, the highest floor.
  • the first conveyor sections assigned to the respective cabins be the same with the same first starting positions and form an upwards-leading shaft, while the second conveyor sections assigned to the cabins with the same second starting positions form the downwards-leading shaft.
  • the first car now drives to the top block of stops in order to serve travel requests to the stops of this block.
  • the second car moves to the next underlying block and so on until the last car of the first group of j cars moves to the block closest to the first starting position.
  • each cabin can be transferred to the shaft leading downwards.
  • the cabins Starting from the top floor as the second starting position common to all the cabins, the cabins travel downwards in the same way as the cabins travel upwards.
  • the first car drives to the block that is furthest away from the second starting position and serves the corresponding travel requests to the corresponding stops of this block.
  • the second car moves to the next higher block in a corresponding manner and so on until the last car in this group of j cars moves to the highest block, ie the block that is closest to the second starting position.
  • each cabin by means of another Transfer device implemented in the upward leading shaft back to the first starting position, which is a cycle through.
  • blocks can be defined across the first and the second conveyor section. This is the case in particular when a stop of the first conveyor section and a stop of a second conveyor section are on the same floor, as is the case with the elevator systems considered here.
  • the first floor forms the first stop in the shaft leading up (first conveying section) and the penultimate stop in the shaft leading down (second conveying section).
  • the first floor can thus be associated with a first block in the first conveyor section and a last block in the second conveyor section, both blocks physically comprising the same floors.
  • the first conveying section of a car can differ from the first conveying section of another car.
  • two shafts or conveying sections can be provided for trips up and one shaft or conveying section for trips down. It is also possible to change this division according to the time of day, for example to realize the division mentioned only in the morning, while in the afternoon two conveying sections lead downwards and one conveying section leads upwards.
  • the respective first conveying sections of the cabins moving upwards differ. In individual cases, it can also make sense to allow cabins to change shafts.
  • each car stops at at least one predetermined stop per cycle which is referred to as “critical stop” below.
  • the stop with the longest average dwell time is selected as a critical stop.
  • the ground floor represents such a critical stop in an elevator system.
  • This critical stop preferably also forms the first starting position of each car.
  • the ground floor then forms the first starting point. If the lobby or the event location is on a different floor in a hotel, it makes sense to define the floor in question as another critical stop.
  • Such floors represent, for example, stops with the second or third longest dwell time of the cars.
  • Critical stops thus form bottlenecks for traffic performance. In order to relieve these bottlenecks, it is advantageous to stipulate that all cars always stop at the critical stop or stops on their route, in order to be able to effectively serve the corresponding travel requirements.
  • cabs travel to specific blocks of stops assigned to them in order to serve travel requests there.
  • a car it is also possible for a car to drive to a stop outside of the block assigned to it if required, i.e. if there is a corresponding travel request.
  • Such a stop will be referred to below as an "intermediate stop”.
  • the cabin has at least one such stops on the way to the block to be approached.
  • a second starting position is defined on the second conveyor section, it is expedient, if necessary, to make an intermediate stop at a bus stop after leaving the second starting position on the way back from the block approached to the first starting position.
  • the car makes at least one such intermediate stop after leaving the second starting position.
  • the expediency of this configuration is particularly understandable in the case of an elevator system: A car traveling up a shaft to the block assigned to it can make an intermediate stop when there is a corresponding travel request in order to pick up a passenger and transport him to the corresponding block.
  • a car can pick up passengers from the corresponding stops in the downward-leading shaft and make intermediate stops on its further way from the block it has approached in order to transport passengers to the corresponding stops, especially to the ground floor, if there are corresponding travel requirements .
  • intermediate stops should represent stops that a car drives to outside the block assigned to it when there is a corresponding travel request. Since the cycle time is the same for all cabins, intermediate stops can only be made if this does not result in the cycle time being exceeded.
  • the estimated cycle time per car can be calculated in advance and updated on the fly. In this way, the elevator control can determine which cars have time for intermediate stops and which do not. This is advantageous because the stopping times at intermediate stops can be chosen to be variable in such a way that the specified cycle time is maintained. A time of zero seconds is also included as a stop time, so that no intermediate stop can be made in this case.
  • a car in principle, it is also possible for a car to make an intermediate stop at a stop selected by the control system, for example because the actual travel time is significantly less than the specified cycle time, so that the car in question has a must take a "break". In the case of elevator systems, this is particularly useful in the case of cabins without passengers.
  • stopping times at the aforementioned, predetermined, critical stops are advantageously chosen to be variable in order to comply with the specified cycle time. What was said for the stopping times at intermediate stops essentially applies here.
  • a maximum stopping time per stop can be specified. This measure is particularly useful in the case of events that are difficult to predict, such as lengthy loading and unloading processes or malicious manipulation of a cabin, for example preventing the cabin from continuing its journey by opening the cabin doors.
  • the control system of the transport system can "suspend", ie extend the specified cycle time by the period of time if the maximum holding time is exceeded, until the corresponding car is ready to drive again. Since the extension of the cycle time affects all other cars in the same way, their respective actual turnaround times must also be extended accordingly. For this purpose, the stopping times at critical stops and/or at intermediate stops or at the respective stop that is currently being approached can be adjusted accordingly.
  • the control of the transport system can advantageously be adjusted in such a way that not only the total cycle time, but also partial times of the cycle that a car needs for the route between two consecutive critical stops are always the same for all cars.
  • an elevator system for example, it can make sense to keep the partial times for the ascent and descent the same for all cars in addition to the overall cycle time.
  • the first and second starting positions of the cabins are defined as critical stops.
  • Such a "dynamized" control of the transport system is particularly useful when a fluctuating demand has to be met.
  • a matrix with start and destination stops can be created from the corresponding journey requirements at different times of the day. The corresponding requirement can be evaluated statistically, after which one or more of the main variables mentioned is determined for optimal coverage of the requirement.
  • the number of floors per block and the cycle time can be changed at short notice.
  • the invention also relates to a corresponding transport system with a control device for controlling the movement of cabins according to the control method according to the invention described.
  • a transport system has at least two conveyor sections and at least three individually movable cabins, wherein in cyclical operation each cabin, starting from a first starting position, runs through a first conveyor section and then through a second conveyor section back to the first starting position, with at least one stop being present along at least one conveyor section , and wherein a control device is present, which is designed to control the travel of cabs in accordance with the control method described in detail above.
  • the control device is in operative connection with the respective drives of the cabins.
  • the transport system according to the invention is in particular an elevator system, more particularly a cyclic multi-car elevator system.
  • the two conveying sections mentioned here represent, for example, two shafts in which at least three individually movable elevator cars can be moved as cars. It is also possible to use three or more shafts, with at least one shaft always leading up and one shaft always leading down. The cabins can then be distributed to different shafts so that more cabins can be used to cover greater demand.
  • "shaft” does not necessarily mean a separate building shaft, but rather a straight-line travel path leading up or down.
  • two or more elevator cars can be moved up or down side by side. Consequently, a first conveyor section through which a car passes can represent an upwards leading "shaft" and a second conveyor section through which a car passes can represent a downwards leading "shaft”.
  • Ground floor generally means the floor through who will usually enter a building in order to get to other floors of the building from there.
  • an elevator installation can have two shafts leading upwards and one shaft leading downwards.
  • the elevator cars are suitably distributed over the two first shafts (conveyor sections) leading upwards. All the cabins go down again via the second shaft (conveyor section) leading downwards.
  • the block furthest from the first starting point (ground floor) includes the top five floors as stops.
  • This block is approached by a first car, for example, which can be moved in one of the two shafts leading upwards.
  • the following block is approached by a second car, which can be moved, for example, in the other of the two shafts leading upwards.
  • FIG 1 shows schematically an elevator system 1 as a transport system with two conveying sections designed as shafts 2, 3 and a total of six individually movable elevator cars, ie elevator cars that can be moved separately and thus largely independently of one another.
  • the elevator cabins are cabins of the transport system.
  • a first conveyor section forms a first upwards chute 2
  • a second conveyor section forms a second downwards chute 3.
  • Each conveyor section has at its end a transfer device 4 which is arranged in a manner known per se to separate a car from the first To transfer shaft 2 into the second shaft 3 or from the second shaft 3 into the first shaft 2 .
  • the conversion devices 4 are located on the bottom or top floor of the building 5.
  • the shafts 2 and 3 are designed as building shafts. However, it is also possible to use a single building shaft in which the cabins can be moved upwards or downwards along parallel conveying sections.
  • each car can be moved independently of every other car by means of linear drives.
  • a realization of here The cyclical multi-car elevator system shown as a cable elevator is in principle conceivable, but constructively complex and complex.
  • m 6
  • each car is driven independently of the other cars and can therefore stop at any stop independently of the other cars.
  • FIG 1 a driving diagram from which figure 2 represents a section.
  • the travel diagram represents the position z of all the cabins over time t.
  • z designates the vertical direction in which floors 6 of building 5 extend figure 1 are arranged.
  • the driving diagram f for cabin 11 is denoted by f 11 , that of cabin 12 by f 12 , that of cabin 13 by f 13 .
  • Driving diagram f 11 shows, for example, that car 11 makes an intermediate stop on the way to top block 21 . Then a stop in the top block 21 is served. After moving into the shaft leading down, the car 11 drives to the bottom block 23 in order to serve a stop there and then return to the first starting position.
  • the driving diagram f 12 shows that the second car 12 drives to three stops of the middle block 22 assigned to it, then changes the shaft in order to again go to a stop in the middle block and then return to the first starting position.
  • the driving diagram f 13 for the following third car 13 shows that this car drives to two stops of the lowest block 23 in order to then drive to the transfer device 4 on the top floor.
  • control method can be adapted in such a way that not only the total cycle time T, but also partial times of the sub-cycles between two critical stops are always the same for all cars, for example in the case considered here T1 and T2.
  • One or more cabins can be assigned to each block, which primarily serve this block.
  • the number of cabins can be set individually for each block.
  • the planned time required for a main stop, for example in a lobby, and for intermediate stops at any floor can be varied, for example depending on the time of day, in order to be able to optimally handle different traffic situations, for example a long stop in a lobby in the morning uphill traffic and a short stop in the lobby associated with more time for intermediate stops in off-peak hours.
  • the control method can be parameterized in a simple manner for a given number of m cars and n floors and a forecast traffic demand.
  • This parameterization can also be carried out automatically, for example depending on the time of day or according to measured traffic volume.
  • the easy parameterization also allows the number of cabins m to be changed, for example by detaching or adding cabins during operation.
  • the specified cycle ensures that the available shaft space is always used efficiently by the cars. Furthermore is ensures that the cabins are distributed approximately evenly over the shaft space, which results in an even utilization of the shifting equipment. These can therefore be designed for lower transfer speeds than when traveling from cabins at random distances from one another.
  • the predefined cycle results in a predictable, even traffic of the cars without traffic jams due to mutual obstruction. Due to the advantages mentioned, the system has a particularly high transport capacity. With a low permitted reserve when planning the holding times in advance, the transport capacity is even close to the theoretical optimum of the system.
  • the control method described can advantageously be applied to any logistics task with a plurality of individually driven or individually movable transport devices in a circulating operation.
  • logistics tasks exist, for example, in manufacturing facilities or in production plants, for example chemical companies.

Claims (15)

  1. Procédé de commande d'un système de transport (1) comportant au moins deux sections de convoyage (2, 3) et au moins trois cabines (11, 12, 13, 14, 15, 16) qui sont déplacées individuellement en fonctionnement cyclique, chaque cabine parcourant, à partir d'une première position de départ, une première section de convoyage (2) et ensuite une deuxième section de convoyage (3) pour revenir à la première position de départ,
    au moins un arrêt étant prévu au moins le long d'une section de convoyage (2, 3) et un ou plusieurs arrêts successifs étant respectivement associés à un bloc (21, 22, 23), et
    la course des cabines étant commandée de telle sorte que les cabines se rendent l'une après l'autre respectivement à un bloc fixé au préalable, et que pour chaque cabine, un temps de cycle (T) identique est prédéfini pour le passage de la première et de la deuxième section de convoyage, le bloc d'arrêts déterminé étant respectivement attribué au préalable en fonction du volume de trajets de chaque cabine, cette attribution s'effectuant sur la base d'un volume de trajets connu en fonction de l'heure de la journée.
  2. Procédé selon la revendication 1, dans lequel, pour un nombre j de blocs, le déplacement d'un premier groupe de j cabines est commandé de telle sorte qu'une première cabine se déplace vers un premier bloc, qu'une deuxième cabine suivante se déplace vers un deuxième bloc et ainsi de suite, et enfin qu'une j-ième cabine suivante se déplace vers un j-ième bloc, le j-ième bloc étant plus proche d'une première position initiale définie par les premières positions de départ des cabines que le (j-l)-ième bloc, le (j-l)-ième bloc étant plus proche de la première position initiale que le (j-2)-ième bloc et ainsi de suite.
  3. Procédé selon la revendication 2, dans lequel chaque groupe supplémentaire de j cabines suivant le premier groupe dessert les j blocs de la même manière que le premier groupe de j cabines.
  4. Procédé selon l'une quelconque des revendications précédentes, dans lequel chaque cabine s'arrête à au moins un arrêt associé à un bloc desservi par la cabine concernée le long de chacune des deux sections de convoyage.
  5. Procédé selon la revendication 4, dans la mesure où cette dernière est rattachée à la revendication 2, dans lequel une deuxième position de départ est respectivement attribuée à la deuxième section de convoyage (3) de chaque cabine, les deuxièmes positions de départ définissant une deuxième position initiale, et dans lequel le déplacement du premier groupe de j cabines vers les blocs de la deuxième section de convoyage par rapport à la deuxième position initiale est commandé de la même manière que le déplacement de ces cabines vers les blocs de la première section de convoyage par rapport à la première position initiale.
  6. Procédé selon l'une quelconque des revendications précédentes, dans lequel la première section de convoyage d'une cabine est différente de la première section de convoyage d'une autre cabine et/ou dans lequel la deuxième section de convoyage d'une cabine est différente de la deuxième section de convoyage d'une autre cabine.
  7. Procédé selon l'une quelconque des revendications précédentes, dans lequel chaque cabine s'arrête respectivement à au moins un arrêt prédéterminé par cycle.
  8. Procédé selon la revendication 7, dans lequel on choisit comme arrêt prédéterminé l'arrêt ayant la durée de séjour moyenne la plus longue.
  9. Procédé selon la revendication 7 ou 8, dans lequel l'un des arrêts prédéterminés est choisi comme première position de départ.
  10. Procédé selon l'une quelconque des revendications précédentes, dans la mesure où cette dernière est rattachée à la revendication 7, dans lequel le temps d'arrêt respectif à l'au moins un arrêt prédéterminé est choisi de manière variable de telle sorte que le temps de cycle prédéfini soit respecté.
  11. Procédé selon l'une des revendications précédentes, dans lequel une cabine, après la première position de départ, fait un arrêt intermédiaire à un arrêt sur le trajet vers le bloc à desservir et/ou, dans la mesure où cette dernière est rattachée à la revendication 5, dans lequel une cabine, après la deuxième position de départ, fait un arrêt intermédiaire à un arrêt sur le trajet s'éloignant du bloc desservi, les temps d'arrêt aux arrêts intermédiaires étant choisis de manière variable de telle sorte que le temps de cycle prédéterminé soit respecté.
  12. Procédé selon l'une quelconque des revendications précédentes, dans la mesure où cette dernière est rattachée à la revendication 7, dans lequel, dans le cas de plusieurs arrêts prédéterminés, les temps de parcours de chaque cabine entre deux arrêts prédéterminés successifs sont égaux.
  13. Procédé selon l'une quelconque des revendications précédentes, dans lequel une affectation des arrêts à un bloc et/ou
    le nombre m de cabines dans le système de transport et/ou
    le temps de cycle pour les cabines et/ou
    le nombre de cabines par bloc et/ou,
    dans la mesure où cette dernière est rattachée à la revendication 8, le nombre et l'emplacement des arrêts prédéterminés
    sont modifiés en fonction de l'heure de la journée.
  14. Système de transport (1) avec
    au moins deux sections de convoyage (2, 3) et au moins trois cabines (11, 12, 13, 14, 15, 16) pouvant être déplacées individuellement en fonctionnement cyclique,
    dans lequel, en fonctionnement, chaque cabine parcourt, à partir d'une première position de départ, une première section de convoyage (2) puis une deuxième section de convoyage (3) pour revenir à la première position de départ,
    au moins un arrêt étant présent au moins le long d'une section de convoyage, et avec un dispositif de commande (7) qui est conçu pour commander le déplacement de cabines selon un procédé selon l'une des revendications 1 à 13.
  15. Système de transport selon la revendication 14, le système de transport étant un système d'ascenseur, les au moins deux sections de convoyage représentant au moins deux cages, dans lesquelles au moins trois cabines d'ascenseur déplaçables individuellement peuvent être déplacées en tant que cabines, une première section de convoyage traversée par une cabine représentant une cage menant vers le haut et une deuxième section de convoyage traversée par une cabine représentant une cage menant vers le bas.
EP15775468.0A 2014-10-16 2015-10-09 Procédé de fonctionnement d'un système de transport et système de transport correspondant Active EP3206982B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014220966.8A DE102014220966A1 (de) 2014-10-16 2014-10-16 Verfahren zum Betreiben einer Transportanlage sowie entsprechende Transportanlage
PCT/EP2015/073409 WO2016058940A1 (fr) 2014-10-16 2015-10-09 Procédé de fonctionnement d'un système de transport et système de transport correspondant

Publications (2)

Publication Number Publication Date
EP3206982A1 EP3206982A1 (fr) 2017-08-23
EP3206982B1 true EP3206982B1 (fr) 2022-07-20

Family

ID=54256765

Family Applications (1)

Application Number Title Priority Date Filing Date
EP15775468.0A Active EP3206982B1 (fr) 2014-10-16 2015-10-09 Procédé de fonctionnement d'un système de transport et système de transport correspondant

Country Status (6)

Country Link
US (1) US10703603B2 (fr)
EP (1) EP3206982B1 (fr)
KR (1) KR20170068483A (fr)
CN (1) CN107074482B (fr)
DE (1) DE102014220966A1 (fr)
WO (1) WO2016058940A1 (fr)

Families Citing this family (34)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10059566B2 (en) * 2013-05-07 2018-08-28 Otis Elevator Company Connecting cars in a multicar elevator system
DE102014201804A1 (de) * 2014-01-31 2015-08-06 Thyssenkrupp Elevator Ag Verfahren zum Betreiben eines Aufzugsystems
DE102014017487A1 (de) * 2014-11-27 2016-06-02 Thyssenkrupp Ag Verfahren zum Betreiben einer Aufzuganlage sowie zur Ausführung des Verfahrens ausgebildete Aufzugsanlage
US10865071B2 (en) * 2014-12-17 2020-12-15 Otis Elevator Company Configurable multicar elevator system
DE102015212903A1 (de) * 2015-07-09 2017-01-12 Thyssenkrupp Ag Verfahren zum Betreiben eines Aufzugsystems sowie Aufzugsystem
US10017354B2 (en) * 2015-07-10 2018-07-10 Otis Elevator Company Control system for multicar elevator system
DE102016211997A1 (de) 2016-07-01 2018-01-04 Thyssenkrupp Ag Aufzugsanlage
EP3500512A4 (fr) * 2016-08-09 2020-08-26 Kone Corporation Gestion du nombre de cabines d'ascenseur actives dans un système de cages d'ascenseur à plusieurs cabines
WO2018050947A1 (fr) * 2016-09-13 2018-03-22 Kone Corporation Gestion de cabines d'ascenseur dans un système de cage d'ascenseur à cabines multiples
DE102016222837A1 (de) 2016-11-21 2018-05-24 Thyssenkrupp Ag Verfahren zum Betreiben einer Aufzugsanlage
DE102016223147A1 (de) 2016-11-23 2018-05-24 Thyssenkrupp Ag Aufzugsanlage
US10081513B2 (en) * 2016-12-09 2018-09-25 Otis Elevator Company Motion profile for empty elevator cars and occupied elevator cars
DE102017223426A1 (de) 2017-12-20 2019-06-27 Thyssenkrupp Ag Aufzugsanlage
DE102018205151A1 (de) * 2018-04-05 2019-10-10 Thyssenkrupp Ag Verfahren zum Betreiben einer Aufzugsanlage
DE102018205825A1 (de) 2018-04-17 2019-10-17 Thyssenkrupp Ag Aufzugsanlage
DE102018212598A1 (de) * 2018-07-27 2020-01-30 Thyssenkrupp Ag Türmitnehmeranordnung
WO2020151952A2 (fr) 2019-01-21 2020-07-30 Thyssenkrupp Elevator Innovation And Operations Ag Système d'ascenseur
DE102019200669A1 (de) 2019-01-21 2020-07-23 Thyssenkrupp Ag Aufzugsanlage
DE102019200665A1 (de) 2019-01-21 2020-07-23 Thyssenkrupp Ag Aufzugsanlage
WO2020160744A1 (fr) 2019-02-04 2020-08-13 Thyssenkrupp Elevator Innovation And Operations Ag Système d'ascenseur
DE102019201376A1 (de) 2019-02-04 2020-08-06 Thyssenkrupp Ag Aufzugsanlage
DE102019202111A1 (de) 2019-02-18 2019-05-02 Thyssenkrupp Ag Aufzugsanlage
DE102019205898A1 (de) 2019-04-25 2020-10-29 Thyssenkrupp Ag Aufzugsanlage
DE102019210529A1 (de) * 2019-07-17 2021-01-21 Thyssenkrupp Elevator Innovation And Operations Ag Aufzugsanlage
DE102019210531A1 (de) 2019-07-17 2021-01-21 Thyssenkrupp Elevator Innovation And Operations Ag Aufzugsanlage
DE102019210741A1 (de) * 2019-07-19 2021-01-21 Thyssenkrupp Elevator Innovation And Operations Ag Aufzugsanlage
BE1027980B1 (de) 2019-12-19 2021-08-10 Thyssenkrupp Elevator Innovation And Operations Ag Aufzugsanlage
US20230025567A1 (en) * 2019-12-23 2023-01-26 Inventio Ag Elevator system with friction drive
DE102020205503A1 (de) 2020-04-30 2021-11-04 Thyssenkrupp Elevator Innovation And Operations Ag Aufzugsanlage
DE102020205506A1 (de) 2020-04-30 2021-11-04 Thyssenkrupp Elevator Innovation And Operations Ag Aufzugssystem mit mehreren Aufzugskabinen
DE102020115998A1 (de) 2020-06-17 2021-12-23 Tk Elevator Innovation And Operations Gmbh Aufzugsanlage
DE102020116781A1 (de) 2020-06-25 2021-12-30 Thyssenkrupp Elevator Innovation And Operations Gmbh Aufzugsanlage
DE102020208581A1 (de) 2020-07-08 2022-01-13 Thyssenkrupp Elevator Innovation And Operations Gmbh Aufzugsanlage
DE102020133872A1 (de) 2020-12-16 2022-06-23 Tk Elevator Innovation And Operations Gmbh Verfahren zum Betreiben einer Aufzuganlage sowie Aufzuganlage mit Datenübertragung über ein Mobilfunknetz

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH06271214A (ja) * 1993-03-18 1994-09-27 Hitachi Ltd マルチカー方式エレベータの運行制御装置
JPH08282926A (ja) * 1995-04-12 1996-10-29 Hitachi Ltd 昇降機システム

Family Cites Families (25)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB8623071D0 (en) 1986-09-25 1986-10-29 Lilliwyte Sa Ceramic surface wetting
FI85576C (fi) 1989-11-09 1992-05-11 Kone Oy Vertikalt transportsystem i byggnader.
JPH0539173A (ja) 1991-07-31 1993-02-19 Toshiba Corp 自走エレベータの運行制御方法
JPH0597353A (ja) 1991-10-09 1993-04-20 Mitsubishi Heavy Ind Ltd 昇降装置の通電回路
DE59610869D1 (de) 1995-10-17 2004-01-29 Inventio Ag Sicherheitseinrichtung bei Multimobil-Aufzugsgruppen
US6520295B1 (en) * 2000-05-16 2003-02-18 Otis Elevator Company Piston-type passenger conveying system
FI112350B (fi) 2001-10-29 2003-11-28 Kone Corp Hissijärjestelmä
JP4131456B2 (ja) 2001-11-26 2008-08-13 三菱電機株式会社 エレベーター群管理制御装置
JP2004002020A (ja) 2002-05-27 2004-01-08 Inventio Ag 数台の自走式かごと少なくとも３つの隣接配置されたエレベータ昇降路とを備えたエレベータ設備
JP4386842B2 (ja) 2002-11-26 2009-12-16 ティッセンクルップ エレバートル アーゲー エレベータ設備の制御方法、及び該方法を実行するためのエレベータ設備
JP2006027902A (ja) 2004-07-15 2006-02-02 Inventio Ag 互いに隣接して配置される少なくとも３つの垂直エレベータ昇降路を有するエレベータ設備およびそのようなエレベータ昇降路の動作方法
JP4543868B2 (ja) 2004-10-15 2010-09-15 株式会社日立製作所 マルチカーエレベータ
US7841450B2 (en) 2005-08-19 2010-11-30 Thyssenkrupp Elevator Capital Corporation Twin elevator systems
KR100898916B1 (ko) 2007-04-02 2009-05-26 최성식 엘리베이터 시스템 및 그 제어방법
WO2008136692A2 (fr) 2007-05-02 2008-11-13 Maglevvision Corporation Ascenseur magnétique cyclique à plusieurs cabines avec moteur/générateur électrique linéaire à gravité
WO2009072138A1 (fr) 2007-12-06 2009-06-11 Ramesh Kumar Chhabria Nouveau mécanisme pour ascenseurs
MY154656A (en) 2008-07-31 2015-07-15 Inventio Ag Method for controllling an elevator system with consideration for disabled persons and privileged users
CN102264619B (zh) 2008-12-26 2016-09-28 因温特奥股份公司 电梯设备的电梯控制装置
JP5477387B2 (ja) * 2009-11-09 2014-04-23 三菱電機株式会社 ダブルデッキエレベータ群管理装置
ES2398810T3 (es) 2010-01-05 2013-03-21 Thyssenkrupp Aufzugswerke Gmbh Procedimiento para el control de una instalación de ascensor, así como instalación de ascensor para realizar el procedimiento
CN101979301B (zh) * 2010-05-11 2016-01-27 张应刚 循环运行的多轿厢电梯
CN103303769A (zh) * 2012-03-09 2013-09-18 河南理工大学 一种循环多轿厢电梯
CN103303770A (zh) * 2012-03-09 2013-09-18 河南理工大学 一种单轮循环的多轿厢电梯
CN203158978U (zh) * 2013-03-07 2013-08-28 钟文沁 一种可循环式电梯
CN105939948B (zh) * 2013-12-05 2019-11-05 奥的斯电梯公司 电梯组中的目的地分配和可变能力

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH06271214A (ja) * 1993-03-18 1994-09-27 Hitachi Ltd マルチカー方式エレベータの運行制御装置
JPH08282926A (ja) * 1995-04-12 1996-10-29 Hitachi Ltd 昇降機システム

Also Published As

Publication number Publication date
DE102014220966A1 (de) 2016-04-21
EP3206982A1 (fr) 2017-08-23
WO2016058940A1 (fr) 2016-04-21
KR20170068483A (ko) 2017-06-19
US10703603B2 (en) 2020-07-07
CN107074482A (zh) 2017-08-18
US20170233218A1 (en) 2017-08-17
CN107074482B (zh) 2020-05-15

Similar Documents

Publication Publication Date Title
EP3206982B1 (fr) Procédé de fonctionnement d'un système de transport et système de transport correspondant
EP1565396B1 (fr) Procede pour commander un systeme d'ascenseurs et systeme d'ascenseurs pour mettre en oeuvre le procede
EP3099616B1 (fr) Procédé pour faire fonctionner un système d'ascenseur
EP2370334B1 (fr) Commande d'ascenseur pour une installation d'ascenseur
EP1418147B1 (fr) Contrôleur pour ascenseur avec cabine avec plusieurs compartiments
EP1619157B1 (fr) Système d'ascenseurs avec cabines indépendantes et méthode pour contrôler leur déplacement
EP1276691B1 (fr) Commande d'appel cible pour ascenseurs
EP3261971A1 (fr) Procédé permettant de faire fonctionner un système d'ascenseur comportant plusieurs cages et plusieurs cabines
EP0769469A1 (fr) Dispositif de sécurité pour groupes d'ascenseur multi-mobiles
EP3224172A1 (fr) Procédé permettant de faire fonctionner un système d'ascenseur
EP1616832A2 (fr) Système d' ascenseur avec au moins trois cages verticales adjointes et la gérance d'un tel système
DE10039946C1 (de) Elektrohängebahn
EP1367018B1 (fr) Ascenseur comprenant plusiers cabines auto-motrice et au moins trois gaines d'ascenseur disposé côte à côte
DE2219491A1 (de) Transporteinrichtung
EP2132124B1 (fr) Procédé destiné au fonctionnement dépendant du trafic d'une installation d'ascenseur avec deux cages d'ascenseur se déplaçant dans la même cage d'ascenseur et installation d'ascenseur correspondante
EP2651804B1 (fr) Système d'ascenseur économe en énergie
EP3774627B1 (fr) Procédé permettant de faire fonctionner un système d'ascenseur
EP1870366A1 (fr) Installation de levage et procédé de fonctionnement d'une installation de levage
EP4317027A1 (fr) Système de navette et procédé de fonctionnement d'un système de navette à l'aide d'un dispositif de commande
WO2020038772A1 (fr) Procédé pour faire fonctionner un système d'ascenseur
WO2014106671A2 (fr) Installation d'ascenseur à accès parallèle

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20170328

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)
RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: THYSSENKRUPP ELEVATOR AG

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: THYSSENKRUPP ELEVATOR INNOVATION AND OPERATIONS AG

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: EXAMINATION IS IN PROGRESS

17Q First examination report despatched

Effective date: 20210128

RAP3 Party data changed (applicant data changed or rights of an application transferred)

Owner name: TK ELEVATOR INNOVATION AND OPERATIONS GMBH

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: EXAMINATION IS IN PROGRESS

GRAJ Information related to disapproval of communication of intention to grant by the applicant or resumption of examination proceedings by the epo deleted

Free format text: ORIGINAL CODE: EPIDOSDIGR1

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

GRAJ Information related to disapproval of communication of intention to grant by the applicant or resumption of examination proceedings by the epo deleted

Free format text: ORIGINAL CODE: EPIDOSDIGR1

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

INTG Intention to grant announced

Effective date: 20220111

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

INTC Intention to grant announced (deleted)
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: GRANT OF PATENT IS INTENDED

INTG Intention to grant announced

Effective date: 20220128

INTG Intention to grant announced

Effective date: 20220204

INTG Intention to grant announced

Effective date: 20220210

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE PATENT HAS BEEN GRANTED

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

RAP3 Party data changed (applicant data changed or rights of an application transferred)

Owner name: TK ELEVATOR INNOVATION AND OPERATIONS GMBH

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 502015015965

Country of ref document: DE

REG Reference to a national code

Ref country code: AT

Ref legal event code: REF

Ref document number: 1505433

Country of ref document: AT

Kind code of ref document: T

Effective date: 20220815

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: GERMAN

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG9D

REG Reference to a national code

Ref country code: NL

Ref legal event code: MP

Effective date: 20220720

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220720

Ref country code: RS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220720

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20221121

Ref country code: NO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20221020

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220720

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220720

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220720

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220720

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220720

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220720

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20221120

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220720

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20221021

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 502015015965

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SM

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220720

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220720

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220720

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220720

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 502015015965

Country of ref document: DE

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220720

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220720

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220720

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

REG Reference to a national code

Ref country code: BE

Ref legal event code: MM

Effective date: 20221031

26N No opposition filed

Effective date: 20230421

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20221020

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20221009

Ref country code: AL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220720

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20221031

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20221031

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20230503

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20221031

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220720

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20221031

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20221009

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20221020

REG Reference to a national code

Ref country code: AT

Ref legal event code: MM01

Ref document number: 1505433

Country of ref document: AT

Kind code of ref document: T

Effective date: 20221009

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20221009

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT; INVALID AB INITIO

Effective date: 20151009

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220720