EP3209589B1 - Aufzug mit einem dezentralen elektronischen sicherheitssystem - Google Patents

Aufzug mit einem dezentralen elektronischen sicherheitssystem Download PDF

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Publication number
EP3209589B1
EP3209589B1 EP15781685.1A EP15781685A EP3209589B1 EP 3209589 B1 EP3209589 B1 EP 3209589B1 EP 15781685 A EP15781685 A EP 15781685A EP 3209589 B1 EP3209589 B1 EP 3209589B1
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EP
European Patent Office
Prior art keywords
safety
control unit
speed
elevator
safety control
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Application number
EP15781685.1A
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German (de)
English (en)
French (fr)
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EP3209589A1 (de
Inventor
Michael Geisshüsler
David Michel
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Inventio AG
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Inventio AG
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/0006—Monitoring devices or performance analysers
    • B66B5/0018—Devices monitoring the operating condition of the elevator system
    • B66B5/0031—Devices monitoring the operating condition of the elevator system for safety reasons
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
    • B66B1/28—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical
    • B66B1/32—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical effective on braking devices, e.g. acting on electrically controlled brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • 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
    • B66B1/3492—Position or motion detectors or driving means for the detector
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/04—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions for detecting excessive speed
    • B66B5/06—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions for detecting excessive speed electrical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/16—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well
    • B66B5/18—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B9/00—Kinds or types of lifts in, or associated with, buildings or other structures

Definitions

  • the present invention relates to an elevator with a safety system according to the preamble of the independent claim.
  • the patent specification EP2022742 A1 shows, for example, such a bus-based electronic security system.
  • This is a decentralized safety system with two safety control units.
  • a safety control unit is located on the cab and another safety control unit is associated with the shaft.
  • the two safety control units are connected via a safety-based bus.
  • the one safety control unit on the cabin takes on the task of monitoring all position- and speed-dependent, safety-relevant movement states of the cabin.
  • the additional safety control unit on the other hand, primarily monitors safety contacts, such as shaft door contacts or shaft end contacts.
  • the decentralized safety system presented follows the premise that the locally available sensor and contact signals are evaluated by the locally arranged safety control unit and the safety functions dependent on them are monitored. For example, one safety control unit evaluates the position and speed signals available in the cabin and compares them with a set of limit curves stored on the safety control unit. If the speed of the car exceeds a limit value specified for a certain position, the first safety control unit triggers the drive brake or the safety brake. Accordingly, the additional safety control unit monitors the state of the shaft door contacts, for example, and triggers the drive brake or the safety brake for its part after recognizing an impermissible safety state of a shaft door contact. An impermissible safety status for a shaft door contact is present, for example, if the shaft door of a floor is open and at the same time there is no car on the corresponding floor.
  • a disadvantage of this safety system is that the computing power available on the one safety control unit for monitoring the position- and speed-dependent safety-relevant movement states of the cabin is relatively high compared to the computing power available on the further safety control unit for monitoring the safety contacts. Accordingly, the one safety control unit is comparatively expensive to purchase.
  • an elevator that includes a drive and a car that is operatively connected to the drive and can be moved along a track.
  • the elevator has at least one guide rail, which is arranged along the track and guides the car, and a safety brake, which is arranged on the car and which is designed to exert a braking force on the guide rail.
  • a safety system is provided which comprises a first safety control unit and a second safety control unit and which monitors a safety status of the elevator.
  • the elevator is characterized in that the first safety control unit is designed to output a stop signal to the drive, in particular to a drive brake and/or to a frequency converter of the drive, and that the second safety control unit is designed to output a trigger signal to the safety brake , in order to bring the elevator into an acceptable safety state when an unacceptable safety state is detected.
  • An impermissible safety state is to be understood here as meaning a state of the elevator in which safe operation of the elevator is not guaranteed.
  • An impermissible safety condition exists, for example, if a shaft door of a floor is open and at the same time there is no car on the corresponding floor, the car reaches overspeed or the car runs over a shaft limit switch. Accordingly, the elevator is in a permissible safety state if safe operation of the elevator is guaranteed.
  • the sending of a stop signal to the drive should be understood to mean a measure initiated by the safety system in order to use the drive to brake a journey of the car in a targeted manner.
  • This includes, for example, direct control or regulation of the drive brake or the frequency converter, or indirect intervention via a safety circuit or safety contact. If the safety circuit or the safety contact is opened, the drive is disconnected from an electrical supply. Accordingly, the drive brake activated and the drive switched off.
  • the car does not necessarily have to be braked to a standstill. It may be sufficient to decelerate the travel of the car to a speed value below a predefined speed threshold value. For example, if the car only momentarily reaches an impermissible overspeed while driving.
  • the stop signal to the drive can only be output by the safety system via the first safety control unit and the trigger signal to the safety brake can only be output by the safety system via the second safety control unit.
  • One advantage of such an elevator is the reduction in the number of interfaces between the safety system and the safety-relevant actuators, such as the drive or safety brakes, which are controlled by the safety system. This simplifies the complexity of the security system.
  • the first safety control unit is preferably connected to an elevator control unit and is designed to output a status signal to the elevator control unit when an impermissible safety state is detected.
  • the advantage here is that the elevator control unit is always in the picture as to whether the safety system is functioning properly. This mode of operation also allows optimal use of a data line between the first safety control unit and the elevator control, since no unnecessary positive status signals have to be sent to the elevator control unit. Accordingly, the data line can be dimensioned for a smaller amount of data transfer.
  • the second safety control unit is connected to the first safety control unit and is designed to output a status signal to the first safety control unit when an impermissible safety state is detected.
  • An advantage of this mode of operation is that a direct connection between the second safety control unit and the elevator control can be omitted. If the second safety control unit determines an impermissible safety state, then a corresponding status signal is transmitted from the second safety control unit to the elevator control unit only indirectly via the first safety control unit. This advantage also goes hand in hand with a reduction in the number of interfaces and a reduction in the complexity of the security system.
  • the second safety control unit is preferably connected to an acceleration sensor and is designed to monitor the safety status on the basis of an acceleration signal from the acceleration sensor, with the second safety control unit comparing the acceleration signal with a predeterminable acceleration threshold value and outputting a trigger signal to the safety brake when the acceleration threshold value is reached or exceeded.
  • the second safety control unit is preferably connected to a position and/or speed sensor and is designed to transmit a position and/or speed signal from the position and/or speed sensor to the first safety control unit.
  • the position and/or speed sensor can be provided as a reading unit that reads code marks from a code tape that essentially extends along the roadway of the car.
  • the code marks represent information on a position of the car relative to the code tape or to the roadway.
  • the code tape serves as an information carrier.
  • the position and/or speed sensor can be designed as a Hall sensor and the code tape as a magnetic strip on which magnetic code marks are stored.
  • the position and/or speed sensor or the code tape can be designed as an optical system.
  • the raw data from the position and/or speed sensor is already processed in the cabin by the second safety control unit and thus only processed data loads the data line to the first safety control unit.
  • the data connection between the second safety control unit and the first safety control unit is therefore only used for the position and speed data required by the elevator control anyway.
  • the first safety control unit can also be connected to a further position and/or speed sensor and be designed to transmit a position and/or speed signal from the further position and/or speed sensor to the first safety control unit.
  • the position and/or speed sensor is fixed in relation to the roadway.
  • the person skilled in the art is familiar with various measuring systems with which it is possible to determine the position and/or speed of the car.
  • the additional position and/or speed sensor can be based on laser or ultrasonic technology.
  • incremental measuring sensors are also suitable, which monitor a rotational movement of a drive shaft of the drive and generate a position and/or speed signal from this.
  • the first safety control unit is preferably designed to monitor the safety status on the basis of the position and/or speed signal, with the first safety control unit comparing the position and/or speed signal with a position and/or speed threshold value, in particular a position-dependent speed threshold value, and when it is reached or exceeding the position and/or speed threshold value outputs a stop signal to the drive.
  • the processing of the position- and/or speed-dependent safety functions by the first safety control unit and the processing of the acceleration-dependent safety functions by the second safety control unit has the advantage that the computing effort of each individual safety control unit remains limited due to the split operation. Relatively inexpensive safety control units can thus be used.
  • the position and/or speed threshold value preferably specifies a speed- and position-dependent limit value for a movement of the car in a definable range around a stopping position on a floor when the car and floor doors are open, in order to prevent unintentional car movement.
  • the first safety control unit initiates a braking measure via the drive when a speed limit value is reached and/or exceeded and when the cabin is traveling outside the predefinable range.
  • the position and/or speed threshold value preferably specifies a position-dependent limit value for a movement of the car in an end area of the roadway, in order to prevent the car from colliding with the end of the roadway.
  • the position and/or speed threshold value preferably specifies a speed-dependent limit value for overspeeding of the car in the entire area of the roadway, in order to prevent the car from overspeeding.
  • the limit value for the overspeed can preferably be specified as a function of an operating mode, with the limit value for the overspeed in a maintenance mode being selected to be smaller than the limit value for the overspeed in a normal mode.
  • the position and/or speed threshold value preferably specifies a speed- and position-dependent limit value for an approach area of the car to an end of the roadway in order to ensure controlled braking of the car in the direction of the end of the roadway.
  • the limit value for the approach area which is dependent on speed and position, preferably decreases in the direction of the end of the lane.
  • the first safety control unit is preferably connected to at least one safety contact, in particular a shaft door contact or a shaft end contact, and is designed to monitor the safety state of the elevator based on a switching state of the at least one safety contact, with the first safety control unit evaluating the switching state of the at least one safety contact and present outputs a stop signal to the drive due to an impermissible switching state.
  • the 1 12 shows an exemplary embodiment of an elevator 10 according to the invention in a highly schematic representation.
  • the elevator 10 has a car 12 which is operatively connected to a drive 11 via a suspension element 31, in particular a rope or belt.
  • the suspension element 31 runs over a traction sheave 32 which is driven by the drive 11 .
  • the traction sheave 32 converts a rotational movement by means of frictional engagement with the suspension element 31 into a translational movement of the latter, with the cabin 12 being able to be moved along a track 20 .
  • the roadway 20 is delimited by four lateral shaft walls 33, a shaft roof and a shaft floor.
  • the shaft roof and the shaft floor are in the 1 Not shown.
  • the cabin 12 is guided on guide rails 13 when traveling along the roadway 20 .
  • the cabin 12 has guide shoes which engage in the guide rails 13 .
  • the cabin 12 has a safety brake 16 which can exert a braking force on the guide rails 13 in order to brake the cabin 12 if necessary.
  • the cabin 12 is attached to a first end 31.1 of the support means 31 and a counterweight 21, which balances the weight of the cabin 12, is attached to a second end 31.2 of the support means 31.
  • the person skilled in the art is familiar with other suspension arrangements for the cabin 12 or counterweight 21, such as suspending the cabin 12 in a loop of the suspension element 31, with the ends of the suspension element 31 being connected in a stationary manner with respect to the roadway 20, for example directly or indirectly to shaft walls 33 .
  • the invention can therefore be implemented independently of a specific suspension disposition.
  • At least one or more further deflection rollers 34 or car or counterweight support rollers can be provided for guiding the suspension element 31 .
  • the drive 11 also has a drive brake 14.
  • the drive brake 14 is designed to apply a braking torque directly or indirectly to the traction sheave 32.
  • a rotational movement of the traction sheave 32 or a translational movement of the car 12 can be braked by means of the drive brake 14 .
  • the drive 11 is controlled or regulated by means of an elevator controller 19 .
  • the elevator controller 19 registers car calls and destination entries for floors 53 to be approached and creates a timetable for processing the car calls and destination entries.
  • the elevator controller 19 generates control signals based on the timetable in order to move the car 12 to the corresponding floor 53 .
  • the elevator controller 19 transmits the control signals to a frequency converter of the drive 11 or to the drive brake 14. For reasons of clarity, FIG 1 only one floor 53 indicated.
  • a safety system 1 is provided to ensure safe operation of the elevator 10 at all times.
  • the safety system 1 comprises a first safety control unit 2, which is preferably arranged at the drive 11 and which controls the drive 11, and a second safety control unit 3, which is arranged on the cabin 12 and which controls the safety brake 16.
  • the first and the second safety control unit 2, 3 are connected to one another via a data line 24, shown schematically.
  • the safety system 1 is connected to the elevator control 19 via the first safety control unit 2 .
  • a position and/or speed sensor 17 is stationarily connected to the cabin 12 .
  • the position and/or speed sensor 17 is designed to read a position value from a code tape 37 that is arranged along the roadway 20 and, if necessary, to calculate a speed value therefrom.
  • the code tape 37 carries code marks in the form of optically, magnetically or capacitively readable patterns, which are read by a suitably chosen position and/or speed sensor 17 .
  • the position and/or speed sensor 17 transmits a position and/or speed signal, which corresponds to a position and/or speed value, to the second safety control unit 3.
  • the figures 2 and 3 show the structure and the mode of operation of the security system 1 in greater detail.
  • the first safety control unit 2 and the second safety control unit 3 are connected via a data line 24, for example a bus connection or a wireless connection.
  • the second safety control unit 3 is designed to evaluate at least one acceleration signal.
  • the second safety control unit 3 is connected to an acceleration sensor 18 via a data line 29 .
  • the acceleration sensor 18 is stationarily connected to the cabin 12 and accordingly measures the acceleration of the cabin 12.
  • an acceleration threshold value 51 is stored, which represents a limit value for permissible operation of the elevator 10.
  • the second safety control unit 3 outputs a trigger signal to the safety gear 16 via the data line 28 . This ensures that in the event of an impermissibly high acceleration, which occurs, for example, in the event of a free fall after a tear in the suspension element 31, the cabin 12 is reliably decelerated by the safety brake 16 until it comes to a standstill.
  • the short signal paths between the acceleration sensor 18, the second safety control unit 3 and the safety brake 16 ensure that the safety brake 16 is triggered quickly by the second safety control unit 3.
  • the second safety control unit 3 is connected to a position and speed sensor 17 via a data line 30 .
  • the position and/or speed sensor 17 is stationarily connected to the cabin 12 .
  • the position and/or speed sensor 17 is, for example, an absolute positioning sensor according to one of the patent specifications EP 1 412 274 A1 or EP 2 540 651 A1 realized.
  • the position and/or speed sensor 17 can also be designed as an incremental encoder that rolls on the guide rail 13 as a friction wheel.
  • the position and/or speed sensor 17 transmits a position and/or speed signal to the second safety control unit 3.
  • the position and/or speed signals can be further processed in the second safety control unit 3 .
  • a position signal can be evaluated for a position value or, through its derivation over time, for a speed value.
  • the position and speed values determined by the second safety control unit 3 are transmitted to the elevator control 19 . In the example shown, this takes place via the data line 24, the first safety control unit 2 and the data line 25.
  • the position and speed values can also be transmitted directly from the second safety control unit 3 to the elevator control 19 .
  • the elevator control 19 processes the position and speed values when generating control signals to the drive 11 in order to move the car 12 by means of the drive 11 precisely to a predetermined floor.
  • a speed threshold value 52 is stored on the first safety control unit 2 to prevent an unintentional car movement when the car and shaft doors are open on a floor 53 .
  • a predetermined permissible travel range around a floor 53 is defined by an upper and lower position threshold value 53.1, 53.2, which is also stored on the first safety control unit 2.
  • an upper and a lower position threshold value 53.1, 53.2 for only one floor 53 is shown.
  • Corresponding position threshold values are preferably provided for each further floor.
  • the first safety control unit 2 compares a speed value with the speed threshold value 52. If the speed value reaches or exceeds the speed threshold value 52, then the first safety control unit 2 issues a trigger signal to stop the drive 11.
  • the drive 11 can control the drive brake 14 via the data line 26 and/or the frequency converter 15 via the data line 27 in order to brake the cabin 12 .
  • the first safety control unit 2 can shut down the drive 11 by separating the drive 11 from its power source, for example by opening a switching contact.
  • the first safety control unit 2 compares a position value with the upper and lower position threshold values 53.1, 53.2. As soon as the car 12 leaves the permissible travel range or exceeds the upper or lower position threshold value 53.1, 53.2, the first safety control unit gives 2 analogous to the above method, a trigger signal to stop the drive 11 from.
  • a further speed threshold value 54 is stored on the safety control unit 2 to prevent overspeeding.
  • the safety control unit 2 compares a speed value with the further speed threshold value 54. If the speed value reaches or exceeds the further speed threshold value 54, then the safety control unit 2 emits a trigger signal to the drive 11 in order to put the cabin 11 back into a permissible driving state with a speed value that is below the further speed threshold value 54 to bring.
  • the first safety control unit 2 preferably proceeds in the same way as above.
  • the further speed threshold value 54 can be specified variably as a function of the operating mode. In this case, for example, further speed threshold value 54 in a normal operating mode is greater than further speed threshold value 55 in a maintenance operating mode.
  • a position-dependent speed threshold value 56 is stored on the first safety control unit 2 to prevent an impermissibly high speed in an end area of the roadway 20 .
  • the position-dependent speed threshold value 56 decreases towards the end of the lane.
  • the speed threshold value 56 for a last permissible position s1, s2 at the end of the lane can assume the value zero.
  • the speed threshold value for a last permissible position at the end of the lane can assume a maximum speed value permissible for driving onto a buffer.
  • the position-dependent speed threshold value 56 can be specified variably as a function of the operating mode. In this case, for example, the position-dependent speed threshold value 56 in a normal operating mode is greater than the position-dependent speed threshold value 57 in a maintenance operating mode.
  • the first safety control unit 2 compares a speed and position value with the position-dependent speed threshold value 56. When the position-dependent speed threshold value 56 is reached or exceeded, the first safety control unit 2 emits a trigger signal to the drive 11 in order to move the cabin 12 below the position-dependent maintain speed threshold.
  • the first safety control unit 2 preferably proceeds in the same way as above.
  • a further position threshold value 58 is stored on the first safety control unit 2 to prevent overrunning of an end position at the end of the lane.
  • the safety control unit 2 compares a position value with the further position threshold value 58 and, when the further position threshold value 58 is reached, emits a trigger signal to the drive 11 in order to brake the car 12 before the end of the roadway.
  • the first safety control unit 2 preferably proceeds in the same way as above.
  • the end position at the end of the lane can be monitored by means of an end position switch 36 .
  • This end contact switch 36 is connected to the first safety control unit 2 via a data line 23 .
  • the end position switch 36 assumes an operating state as long as the car 12 has not passed the end position switch 36 . If the car 12 drives over the end position switch 36, this indicates an impermissible safety state by assuming a safe state.
  • the first safety control unit 2 monitors the status of the end position switch 36. When the end position switch 36 assumes a safe state, the first safety control unit 2 issues a trigger signal to the drive 11 in order to brake the car 12 before the end of the roadway.
  • Additional switches 35 can also be connected to the first safety control unit 2 via the data line 23 .
  • Such switches can be configured as shaft door contacts, for example. These landing door contacts 35 indicate an acceptable safety condition by assuming an operative condition when a landing door is closed. With an open shaft door, a shaft door contact 35 indicates an impermissible safety state by assuming a safe state, unless the car 12 is on the floor of the open shaft door.
  • the first safety control unit 2 monitors the state of the other shaft door contacts 35 and emits a trigger signal to the drive 11 when another shaft door contact 35 assumes its safe state.
  • the first safety control unit 2 preferably proceeds in the same way as above.
  • the first or the second safety control unit 2, 3 detects an impermissible safety state, the first or the second safety control unit 2, 3 transmits a status signal to the elevator control unit 19. In the example shown, this status signal is transmitted via the data line 25 to the elevator control 19.
  • the second safety control unit 3 In the example shown, the status signal can only be transmitted indirectly to the elevator control unit 19 via the first safety control unit 2 .
  • the elevator control unit 19 can be connected directly to the data line 24 .
  • the second safety control unit 3 can transmit a status signal directly to the elevator control unit 19 in this case.
  • the two safety control units 2 , 3 preferably monitor one another and exchange corresponding status signals via the data line 24 .

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Mechanical Engineering (AREA)
  • Structural Engineering (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)
  • Indicating And Signalling Devices For Elevators (AREA)
  • Elevator Control (AREA)
EP15781685.1A 2014-10-21 2015-10-20 Aufzug mit einem dezentralen elektronischen sicherheitssystem Active EP3209589B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP14189798 2014-10-21
PCT/EP2015/074211 WO2016062686A1 (de) 2014-10-21 2015-10-20 Aufzug mit einem dezentralen elektronischen sicherheitssystem

Publications (2)

Publication Number Publication Date
EP3209589A1 EP3209589A1 (de) 2017-08-30
EP3209589B1 true EP3209589B1 (de) 2022-04-20

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EP15781685.1A Active EP3209589B1 (de) 2014-10-21 2015-10-20 Aufzug mit einem dezentralen elektronischen sicherheitssystem

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US (1) US10745243B2 (zh)
EP (1) EP3209589B1 (zh)
CN (1) CN107148392B (zh)
ES (1) ES2916808T3 (zh)
WO (1) WO2016062686A1 (zh)

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DE102014017486A1 (de) * 2014-11-27 2016-06-02 Thyssenkrupp Ag Aufzuganlage mit einer Mehrzahl von Fahrkörben sowie einem dezentralen Sicherheitssystem
EP3233706A1 (de) * 2014-12-17 2017-10-25 Inventio AG Dämpfereinheit für einen aufzug
EP3205615A1 (en) * 2016-02-15 2017-08-16 KONE Corporation Elevator
US11279592B2 (en) * 2016-05-17 2022-03-22 Mitsubishi Electric Corporation Elevator system
PL3519338T3 (pl) 2016-09-29 2021-07-05 Inventio Ag Jednostka nadzorująca bezpieczeństwo windy z dwoma zespołami mająca opcję np. autonomicznej ewakuacji pasażerów
BR112019004188A2 (pt) * 2016-09-29 2019-05-28 Inventio Ag unidade de supervisão de segurança de entidade e de cabine para um elevador
US10501286B2 (en) * 2017-05-12 2019-12-10 Otis Elevator Company Simultaneous elevator car and counterweight safety actuation
TWI763829B (zh) * 2017-05-18 2022-05-11 瑞士商伊文修股份有限公司 用於判定電梯系統的電梯車廂之位置的系統及方法
US10906776B2 (en) * 2017-08-30 2021-02-02 Otis Elevator Company Work area technician warning system
US11078045B2 (en) * 2018-05-15 2021-08-03 Otis Elevator Company Electronic safety actuator for lifting a safety wedge of an elevator
EP3587323A1 (en) * 2018-06-22 2020-01-01 Otis Elevator Company Elevator system
CN109890738B (zh) * 2018-09-21 2021-07-02 广东卓梅尼技术股份有限公司 电梯系统的安全网络的第一安全控制单元以及电梯系统
EP3656718A1 (en) * 2018-11-23 2020-05-27 Otis Elevator Company Elevator safety system with self-diagnostic functionality
WO2020225383A2 (de) * 2019-05-07 2020-11-12 Inventio Ag Antrieb einer aufzugsanlage
ES2949640T3 (es) * 2019-05-31 2023-10-02 Cedes Ag Procedimiento para fijar una cabina de ascensor por medio de una zona de desbloqueo temporal

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CN107148392A (zh) 2017-09-08
US10745243B2 (en) 2020-08-18
WO2016062686A1 (de) 2016-04-28
US20170233221A1 (en) 2017-08-17

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