EP3265415B1 - Dispositif de freinage d'une cabine d'un système d'ascenseur - Google Patents

Dispositif de freinage d'une cabine d'un système d'ascenseur Download PDF

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Publication number
EP3265415B1
EP3265415B1 EP16707160.4A EP16707160A EP3265415B1 EP 3265415 B1 EP3265415 B1 EP 3265415B1 EP 16707160 A EP16707160 A EP 16707160A EP 3265415 B1 EP3265415 B1 EP 3265415B1
Authority
EP
European Patent Office
Prior art keywords
brake device
car
brake
movement
guide rail
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.)
Not-in-force
Application number
EP16707160.4A
Other languages
German (de)
English (en)
Other versions
EP3265415A1 (fr
Inventor
Eduard STEINHAUER
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.)
ThyssenKrupp AG
TK Elevator GmbH
Original Assignee
ThyssenKrupp AG
ThyssenKrupp Elevator AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ThyssenKrupp AG, ThyssenKrupp Elevator AG filed Critical ThyssenKrupp AG
Publication of EP3265415A1 publication Critical patent/EP3265415A1/fr
Application granted granted Critical
Publication of EP3265415B1 publication Critical patent/EP3265415B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • B66B5/02—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
    • 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
    • B66B9/003—Kinds or types of lifts in, or associated with, buildings or other structures for lateral transfer of car or frame, e.g. between vertical hoistways or to/from a parking position

Definitions

  • the present invention relates to a braking device for a car of an elevator installation and to a corresponding elevator installation.
  • the car can be moved horizontally along a guide rail.
  • the braking device is configured to decelerate a horizontal movement of the car in a first direction of movement.
  • Brakes on a car for vertically movable cars in elevator systems are usually only unidirectional.
  • Such unidirectional brakes are usually arranged on the car itself and can only slow down a movement of the car in a specific direction of movement, usually only a movement of the car down.
  • Such a brake for movements of the car down is usually required alone so that in an emergency to prevent a possible crash of the car can.
  • the EP 2 161 233 A1 discloses a braking device for a car of an elevator system, which is horizontally movable along a guide rail.
  • the braking device is configured to decelerate a horizontal movement of the car in a first direction of movement.
  • Such both horizontally and vertically movable cars can be designed for example as a ropeless cars, which are therefore not connected in particular with a counterweight.
  • Unidirectional brakes may be provided for the vertical movement of such cars.
  • a movement of the elevator car upwards can usually be prevented automatically by switching off the corresponding motor.
  • An additional braking effect of a brake for such upward movement is therefore not necessary.
  • deceleration of the car when moving upwards may often be undesirable because of certain safety considerations, as with an abrupt delay in the upward movement of the car, passengers could bump their heads against the car ceiling.
  • a unidirectional brake which acts in only one direction of movement with vertical movement of the car, consequently acts even in a horizontal movement of the car in only one direction of movement, for example only to the left or only to the right.
  • a horizontal movement of the car it is necessary to be able to decelerate a movement of the car in both directions of movement in order to avoid a collision of the car, for example with the wall of the elevator shaft.
  • the elevator car of the elevator installation can be moved horizontally along a guide rail.
  • the braking device is configured to decelerate a horizontal movement of the car in a first direction of movement.
  • the braking device is arranged in front of a braking of the horizontal movement of the car in a defined rest position with respect to the horizontal guide rail.
  • the braking device is adapted to be deflected in the deceleration of the horizontal movement of the car in a deflection position.
  • the braking device has a restoring device, which is set up to reset the braking device after the car has been decelerated from the deflection position into the rest position.
  • the horizontal movement of the car can be braked without an additional braking device, which may optionally be arranged on the car itself, must be operated.
  • the guide rail is arranged in particular in an elevator shaft in which the car is moved horizontally.
  • the car can be moved in the course of the horizontal movement between two vertical elevator shafts.
  • the guide rail can be arranged in this case, for example, between these two vertical elevator shafts.
  • the car can be moved both vertically and horizontally.
  • the brake device is not arranged on the car itself.
  • the brake device does not move accordingly with the car.
  • the braking device is arranged in particular on the guide rail.
  • the brake device may be arranged on a further rail, for example on a brake rail, which extends in particular parallel to the guide rail.
  • the Brake device arranged in its defined rest position at a fixed position relative to the elevator system or relative to the guide rail.
  • the braking device is arranged relative to the car in particular such that the car moves in the course of its horizontal movement in the first direction of movement to the braking device.
  • the horizontal movement of the car in the first direction of movement is limited by the brake device.
  • the brake device is arranged at a position at which a deceleration of the movement of the car should begin.
  • the car hits the braking device in the course of its horizontal movement.
  • the braking device absorbs kinetic energy of the car or converts it into another form of energy, for example in frictional heat.
  • the brake device brakes the horizontal movement of the car or exerts a corresponding braking effect on the horizontal movement.
  • the braking device is deflected from its defined rest position into a deflection position. This deflection position may vary depending on the speed and loading of the car.
  • the braking device After braking the car, the braking device is moved back from the deflection position by the return device in its defined rest position. In particular, this reset of the brake device is performed after the car has been moved away again. This ensures that the brake device is again arranged at the defined rest position for a next deceleration process of the car.
  • the invention provides a braking device which, when the car moves horizontally, provides a braking effect in a suitable horizontal direction of movement of the car.
  • a braking effect in a direction of movement to the left or to the right can be provided.
  • the braking device does not have to be arranged on the car itself. It must be made no modifications to the car.
  • the braking device can be arranged in an uncomplicated, low-effort manner in the elevator system.
  • the braking device operates in particular independently of other components of the car or the elevator system, in particular independently of components which are provided for a possible vertical movement of the car. In particular, the brake device does not affect such other components.
  • the car may have an additional braking device, hereinafter referred to as a vertical braking device, which is provided for a vertical movement of the car.
  • this vertical braking device acts unidirectionally and, in particular, exerts only a braking effect on a vertical movement of the car downwards.
  • this vertical braking device in particular also only exerts a braking effect in a direction of movement, for example only to the left or only to the right.
  • the resetting of the brake device by the return device is in particular carried out automatically.
  • This reset of the braking device for example, immediately after reaching the deflection or in particular be carried out after a certain time interval after reaching the deflection position.
  • the car can also be moved by resetting.
  • the reset can also be carried out only after the car has been moved away again.
  • the braking device comprises a braking element which exerts a force on a brake rail.
  • the braking device exerts this force permanently on the brake rail, even if no deceleration of the car is performed.
  • the brake element may comprise one or more brake pads, which are each pressed with this force given the brake track.
  • a braking force can be generated, which acts in a direction opposite to the first direction of movement of the car direction.
  • the normal force is converted into a braking force.
  • kinetic energy of the car is converted into thermal energy, e.g. by frictional heat, converted.
  • the guide rail itself or serve separately formed to the guide rail further rail.
  • the brake rail extends in particular parallel to the guide rail.
  • the brake rail can be arranged on the guide rail or connected to this.
  • the guide rail and the brake rail can also be designed as a single rail, so that the brake element exerts the braking force, in particular on the guide rail.
  • the brake element is designed as a mechanical and / or as an electromagnetic brake element.
  • An electromagnetic brake element may be formed, for example, as an eddy current brake.
  • the brake element preferably has at least one energy storage element, in particular at least one spring element. By such force storage elements, the brake element in particular exerts a necessary force on the brake rail. In particular, brake pads are pressed by these force storage elements with the appropriate necessary force against the brake rail.
  • the return device comprises a brake release device for releasing the brake device, in particular for releasing the brake element.
  • the braking effect of the braking device is canceled or prevented by this airing.
  • the braking device can be moved without the braking effect must be counteracted. In this way, an uncomplicated, low-effort movement of the braking device is made possible back into the defined rest position.
  • the brake device is vented after reaching the deflection position by the brake release device. Then the braking device is moved by the return device in particular back into the defined rest position. After reaching the rest position, the release of the brake device is stopped again.
  • the return device comprises at least one motor and / or at least one actuator for horizontal movement of the braking device.
  • the braking device can be moved in particular from the deflection position back into the defined rest position.
  • these motors or actuators are driven accordingly when the brake device is vented by the brake release device.
  • the brake device preferably comprises a control unit for controlling the return of the brake device.
  • this control unit monitored a position of the braking device.
  • the control unit may be connected for this purpose, in particular with appropriate position sensors. If the position of the braking device deviates from the defined rest position, the restoring device is actuated accordingly by the control unit in order to reset the braking device in the rest position.
  • a control and / or control of the position of the braking device can be performed by the control unit.
  • the braking device comprises at least one position sensor for determining the position of the braking device.
  • this position sensor may in particular be connected to the control unit.
  • the braking device comprises a buffer element.
  • the buffer element can be designed as a base body of the braking device.
  • the kinetic energy of the elevator car is absorbed by the buffer element.
  • this kinetic energy is transmitted to the brake elements by the buffer element.
  • a buffer element is arranged on a car-side end of the brake device.
  • the car-side end of the brake device is an end or a side of the braking device to understand which or which faces the car and which or which strikes the car in the course of its horizontal movement.
  • an energy peak can be reduced or even destroyed during the impact or during the impact of the car on the brake device.
  • the impact of the car on the brake device can be designed as soft and damp as possible.
  • the jumper-free braking of the car is ensured by the buffer element. The ride comfort is thus not reduced and for passengers within the car there are no disturbing noises or movements.
  • the braking device is arranged at one end of the guide rail.
  • the horizontal movement of the car is thus limited. In particular, it can thus be prevented that the car collides, for example, with a wall on which the guide rail is arranged.
  • the invention further relates to an elevator installation. Embodiments of this elevator system according to the invention will become apparent from the above description of the braking device according to the invention in an analogous manner.
  • the elevator installation according to the invention comprises a guide rail, a car which can be moved horizontally along this guide rail and at least one braking device according to the above description.
  • the car can in particular be moved both vertically and horizontally and can, for example, have a unidirectional vertical braking device.
  • the vertical braking device exerts a braking effect in a second direction of movement, which is opposite to the first direction of movement. Due to the braking device according to the invention, a braking effect in the first direction of movement can still be generated during horizontal movement of the car.
  • the brake device according to the invention operates autonomously and independently of the second brake device and exerts no negative or disturbing influences on the second brake device.
  • the elevator installation comprises a first braking device and a second braking device.
  • the first brake device is configured to brake a horizontal movement of the car in a first direction of movement.
  • the second brake device is adapted to a horizontal To slow down movement of the car in a second direction of movement.
  • the first direction of movement is opposite to the second direction of movement.
  • these first and second brake devices are arranged at opposite ends of the guide rail.
  • the horizontal movement of the car is made possible substantially along the entire length of the guide rail.
  • the elevator installation has a linear drive.
  • This linear actuator is set up to move the car.
  • the elevator system is thus designed in particular machine roomless.
  • the car is in particular ropes, so in particular without ropes, proceed.
  • a first element of this linear drive is arranged on the guide rail.
  • the guide rail itself may be formed as this first element.
  • a second element of the linear drive is arranged in particular on the car. This first and this second element of the linear drive interact with each other, whereby the car can be moved.
  • the first element may be formed, for example, as a stator or primary part.
  • current-carrying coils can be arranged as a stator.
  • the second element may be formed, for example, as a reaction part or secondary part.
  • At least one permanent magnet and / or at least one electromagnet are arranged as a reaction part on the car.
  • the second element arranged on the car can also be designed as a stator and the first element as a reaction part.
  • an embodiment of the linear drive as an asynchronous linear drive is conceivable.
  • An asynchronous linear drive is designed without permanent or electromagnets.
  • the elevator system has at least two vertically extending elevator shafts.
  • the car is movable between two of these at least two vertically extending elevator shafts by means of a horizontal movement.
  • Such a lift system or such an elevator system is in the DE 10 2014 104 458.4 described and disclosed by the applicant. Reference is made in full to this publication in this regard.
  • the elevator installation according to the invention can accordingly be preferred as an elevator system according to the document DE 10 2014 104 458.4 be designed.
  • the guide rail of the elevator installation corresponds in particular to one in the DE 10 2014 104 458.4 described rail.
  • At least one rail, in particular a guide rail, along which the car can be moved is arranged in each elevator shaft of such an elevator installation.
  • Each of the rails has at least one rotatable segment. These rotatable segments can be aligned with one another such that the car can be moved along the segments between the elevator shafts.
  • the car can thus be moved along rotated segments of two rails in adjacent elevator shafts between the elevator shafts. In particular, the segments are rotated by 90 °. By rotation of the segments thus a horizontal rail is formed, along which the car is moved horizontally.
  • the car is movable by means of a linear drive or by means of a plurality of linear drives along the rails in the elevator shafts.
  • a first element of the linear drive is formed in particular by the rails of the elevator shafts.
  • a second element of the linear drive in particular rotatably mounted on the car.
  • the second element can be rotated with the segments of the rails.
  • the second element of the linear drive can thus be rotated analogously to the first element of the linear drive and used for the horizontal process of the car.
  • FIG. 1 a preferred embodiment of an elevator system according to the invention is shown schematically and designated 100.
  • the elevator installation 100 includes two vertically extending elevator shafts 110 and 120. In each of these vertical elevator shafts 110 and 120, a vertical guide rail 111 or 121 is respectively arranged.
  • a car 101 can be moved vertically along these guide rails 111 and 121 in the vertical elevator shafts 110 and 120, respectively.
  • the car 101 can be both a vertical movement in a first direction of movement 151, in this example upwards, as well as a vertical Moving in a second direction of movement 152, down in this example, perform.
  • the car 101 may alternate between the vertical elevator shafts 110 and 120.
  • a horizontal elevator shaft 130 is provided, which connects the two vertical elevator shafts 110 and 120 with each other.
  • a horizontal guide rail 131 is arranged in the horizontal elevator shaft 130.
  • the vertical elevator shafts 110, 120 as well as the horizontal elevator shaft 130 may also be in the form of a common elevator shaft in which e.g. two or more cars in the vertical direction are moved side by side.
  • the car 101 can be moved horizontally along this horizontal guide rail 131.
  • the car 101 can perform both a horizontal movement in a first direction of movement 161, in this example to the left, as well as a horizontal movement in a second direction of movement 162, in this example to the right.
  • the elevator installation 100 furthermore comprises a linear drive.
  • the car 101 is offset by this linear drive in a corresponding horizontal or vertical movement.
  • the elevator installation 100 is thus designed as a machine room-less elevator installation.
  • the car 101 is ropeless, especially without suspension ropes, procedure.
  • a first element of this linear drive is arranged, for example a primary part such as current-carrying coils.
  • a second element, for example a secondary part, of this linear drive is arranged in particular on the car. This second element is for example an arrangement of permanent magnets educated. For the sake of clarity, these elements of the linear drive in FIG. 1 not explicitly shown.
  • a vertical braking device 102 is further arranged on the car.
  • a movement of the car 101 down to 152 can be braked.
  • a vertical movement of the car 101 up 151 is automatically braked when the linear actuator is driven or deactivated accordingly.
  • this vertical braking device 102 has no effect.
  • the elevator system 100 therefore has at opposite ends of the horizontal guide rail 131 each have a preferred embodiment of a braking device according to the invention.
  • a first of these braking devices 200 is provided to brake a horizontal movement of the car 101 to the left 161.
  • a second brake device 300 is provided to decelerate a horizontal movement of the car 101 to the right 162.
  • a braking device according to the invention in the elevator installation 100.
  • the vertical brake device 102 can only decelerate a horizontal movement of the car 101 to the right 162
  • only the first brake device 200 may be disposed on the guide rail 131 to decelerate a horizontal movement of the car 101 to the left 161.
  • FIG. 2 Such a preferred embodiment of the braking device according to the invention is in FIG. 2 shown schematically.
  • FIG. 2 is the first brake device 200 according to FIG. 1 shown schematically. Furthermore, the car 101 and the horizontal guide rail 131 are shown.
  • FIG. 2a Car 101 is shown during a horizontal movement to the left 161. In the course of this horizontal movement 161, the car 101 moves toward the brake device 200.
  • the braking device 200 is configured to decelerate this horizontal movement to the left 161.
  • the brake device 200 is shown prior to this deceleration of movement 161.
  • the braking device 200 is shown after this deceleration of the movement 161, after the car 101 has been stopped.
  • the braking device 200 is in this example of FIG. 2 arranged on the horizontal guide rail 131. However, it may also be a separate rail, for example a brake rail, may be provided, on which the brake device 200 may be arranged.
  • the braking device 200 is disposed in a defined rest position X 1 with respect to the horizontal guide rail 131 before braking. As in FIG. 2b shown, the braking device 200 is arranged after deceleration in a deflection position X 2 with respect to the horizontal guide rail 131.
  • the braking device 200 is thus in the course of deceleration by a distance dX of the rest position X 1 in the deflection position X 2 in the direction of the first direction of movement 161, ie to the left, deflected.
  • the brake device 200 includes a bumper member 201.
  • the bumper member 201 is formed as a main body of the brake device 200.
  • a buffer element 202 is arranged at a car-side end of the brake device 200, which faces the car 101, ie on the right side of the brake device 200.
  • an impact element 103 for example an impact plate, is arranged on one side, which faces the braking device 200.
  • the impact element 103 strikes in particular the buffer element 202.
  • the impact can be damped.
  • the brake device 200 comprises a guide element 203, for example a sliding guide.
  • This guide element 203 ensures, in particular, that the brake device 200 does not leave the guide rail 131.
  • the brake device 200 comprises a brake element 210, which is formed in this example as a mechanical brake element.
  • the brake element 210 comprises two brake pads 211 and two force-storing elements 212 designed as spring elements or springs.
  • the respective brake pad 211 is pressed against the guide rail 131 by the springs 212.
  • the guide rail 131 functions in this example as a brake rail, which is acted upon by the brake member 210 and by the brake pads 211, a force.
  • the brake device 200 After the car 101 has been successfully decelerated and stopped and the brake device 200 has been deflected into the deflection position X 2, the brake device 200 is to be reset to the rest position X 1 again. These Reset may be performed, for example, as soon as the car has been moved away again.
  • a reset device 220 is provided.
  • the reset device 220 comprises a brake release device 221 for releasing the brake device, in particular for releasing the brake element 210.
  • the brake release device 221 in this example comprises two wedges, which can be moved vertically. By this vertical movement, the springs 212 can be compressed. This causes the brake pads no longer exert force on the guide rail 131.
  • the reset device 220 further includes a reset element 222 and a motor 223 in this example.
  • the return element 222 is mechanically connected to the brake device.
  • the motor 223 can move the return element 222 horizontally, in particular in the second direction of movement 162 to the right. By this movement of the return element 222 and by the mechanical connection between the restoring element 222 and the brake device 200, the brake device 200 is moved to the right back to the rest position X 1 .
  • the brake device 200 further comprises a control unit 204.
  • This control unit 204 is in particular configured to control the return of the brake device 200.
  • the control unit 204 may suitably control the individual elements of the reset device 220. This control is in FIG. 2 indicated by dashed lines.
  • a position sensor 205 can be provided, by means of which the position of the braking device 200 relative to the guide rail 131 can be determined.
  • the position sensor 205 is in particular connected to the control unit 204 in connection.
  • the position sensor 205 allows the control unit to control the return of the brake device 200.

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

Claims (16)

  1. Dispositif de freinage (200) pour une cabine (101) d'un système d'ascenseur (100), laquelle cabine est déplaçable horizontalement le long d'un rail de guidage (131), le dispositif de freinage (200) étant conçu pour freiner un déplacement horizontal de la cabine (101) dans un premier sens de déplacement (161), caractérisé en ce que
    - le dispositif de freinage (200) est disposé dans une position de repos (X1) définie par rapport au rail de guidage (131) horizontal avant un freinage du déplacement horizontal de la cabine (101),
    - le dispositif de freinage (200) est conçu pour être dévié dans une position de déviation (X2) lors du freinage du déplacement horizontal de la cabine (101) et
    - le dispositif de freinage (200) comprend un dispositif de rappel (220) qui est conçu pour ramener le dispositif de freinage (200) de la position de déviation (X2) à la position de repos (X1) après le freinage de la cabine (101).
  2. Dispositif de freinage (200) selon la revendication 1, comprenant un élément de freinage (210) qui exerce une force sur un rail de freinage (131) .
  3. Dispositif de freinage (200) selon la revendication 2, dans lequel l'élément de freinage (210) est réalisé sous forme d'élément de freinage mécanique et/ou électromagnétique.
  4. Dispositif de freinage (200) selon la revendication 2 ou 3, dans lequel l'élément de freinage (210) comprend au moins un élément d'accumulation de force (212), en particulier au moins un élément ressort.
  5. Dispositif de freinage (200) selon l'une quelconque des revendications précédentes, dans lequel le dispositif de rappel (220) comporte un dispositif de desserrage de frein (221) servant à desserrer le dispositif de freinage (200).
  6. Dispositif de freinage (200) selon l'une quelconque des revendications précédentes, dans lequel le dispositif de rappel (220) comporte au moins un moteur (223) et/ou au moins un actionneur servant au déplacement horizontal du dispositif de freinage (200).
  7. Dispositif de freinage (200) selon l'une quelconque des revendications précédentes, comprenant une unité de commande (204) servant à commander le rappel du dispositif de freinage (200) .
  8. Dispositif de freinage (200) selon l'une quelconque des revendications précédentes, comprenant au moins un capteur de position (205) servant à déterminer la position du dispositif de freinage (200).
  9. Dispositif de freinage (200) selon l'une quelconque des revendications précédentes, comprenant un élément butoir (201).
  10. Dispositif de freinage (200) selon l'une quelconque des revendications précédentes, comprenant un élément tampon (202) qui est disposé à une extrémité côté cabine du dispositif de freinage (200).
  11. Dispositif de freinage (200) selon l'une quelconque des revendications précédentes, lequel est disposé à une extrémité du rail de guidage (131) .
  12. Système d'ascenseur (100) comprenant un rail de guidage (131), une cabine (101) déplaçable horizontalement le long de ce rail de guidage (131) et au moins un dispositif de freinage (200, 300) selon l'une quelconque des revendications précédentes.
  13. Système d'ascenseur (100) selon la revendication 12, comprenant un premier dispositif de freinage (200) selon l'une quelconque des revendications 1 à 11 et comprenant un deuxième dispositif de freinage (300) selon l'une quelconque des revendications 1 à 11, le premier dispositif de freinage (200) étant conçu pour freiner un déplacement horizontal de la cabine (101) dans un premier sens de déplacement (161) et le deuxième dispositif de freinage (300) étant conçu pour freiner un déplacement horizontal de la cabine (101) dans un deuxième sens de déplacement (162), le premier sens de déplacement (161) étant opposé au deuxième sens de déplacement (162).
  14. Système d'ascenseur (100) selon la revendication 13, dans lequel le premier dispositif de freinage (200) et le deuxième dispositif de freinage (300) sont disposés à des extrémités opposées du rail de guidage (131).
  15. Système d'ascenseur (100) selon l'une quelconque des revendications 12 à 14, comprenant un entraînement linéaire qui est conçu pour déplacer la cabine (101).
  16. Système d'ascenseur (100) selon l'une quelconque des revendications 12 à 15, comprenant au moins deux cages d'ascenseur (110, 120) s'étendant verticalement, la cabine (101) étant déplaçable entre deux desdites au moins deux cages d'ascenseur (110, 120) s'étendant verticalement au cours d'un déplacement horizontal.
EP16707160.4A 2015-03-03 2016-03-02 Dispositif de freinage d'une cabine d'un système d'ascenseur Not-in-force EP3265415B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015103012.8A DE102015103012A1 (de) 2015-03-03 2015-03-03 Bremsvorrichtung für einen Fahrkorb einer Aufzugsanlage
PCT/EP2016/054415 WO2016139243A1 (fr) 2015-03-03 2016-03-02 Dispositif de freinage d'une cabine d'un système d'ascenseur

Publications (2)

Publication Number Publication Date
EP3265415A1 EP3265415A1 (fr) 2018-01-10
EP3265415B1 true EP3265415B1 (fr) 2018-11-14

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP16707160.4A Not-in-force EP3265415B1 (fr) 2015-03-03 2016-03-02 Dispositif de freinage d'une cabine d'un système d'ascenseur

Country Status (6)

Country Link
US (1) US20180079623A1 (fr)
EP (1) EP3265415B1 (fr)
KR (1) KR101957086B1 (fr)
CN (1) CN107406223B (fr)
DE (1) DE102015103012A1 (fr)
WO (1) WO2016139243A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10889468B2 (en) 2016-12-13 2021-01-12 Otis Elevator Company Electronics safety actuator
DE102019210531A1 (de) * 2019-07-17 2021-01-21 Thyssenkrupp Elevator Innovation And Operations Ag Aufzugsanlage
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WO2016139243A1 (fr) 2016-09-09
EP3265415A1 (fr) 2018-01-10
US20180079623A1 (en) 2018-03-22
CN107406223A (zh) 2017-11-28
CN107406223B (zh) 2019-07-16
KR101957086B1 (ko) 2019-06-24
DE102015103012A1 (de) 2016-09-08
KR20170122264A (ko) 2017-11-03

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